# NTSB WPR22FA067: Vans RV6, N6000Z, Show Low, AZ, December 22, 2021 - Type: NTSB accident investigation - Classification: Accident · Fatal · Class 3 · Field · Final report - Date: December 22, 2021, 16:39 local (23:39 UTC) - Place: Show Low, AZ · Dry lake bed - Coordinates: 34.272778, -109.99888 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=34.2728&lon=-109.9989&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Defining event: [Approach-VFR go-around: Loss of control in flight](https://openairdocs.org/ntsb-events/240) - Highest injury: Fatal - Injuries: 2 fatal - Status: Completed - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Western Pacific Region - Parties: FAA, Lycoming Engines - NTSB case key (mKey): 104437 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR22FA067 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/104437/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=104437 - Page: https://openairdocs.org/ntsb/WPR22FA067 ## Probable cause The pilot’s exceedance of the airplane’s critical angle of attack following an aborted landing approach, which resulted in an aerodynamic stall and loss of control at an altitude too low for recovery. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Temp/humidity/pressure: high density altitude](https://openairdocs.org/ntsb-findings/03031020): Environmental issues › Conditions/weather/phenomena · Effect on equipment; cases with it: [Willerton Hazen Dennis VANS RV6A, 1 case](https://openairdocs.org/ntsb-findings/03031020/cases.md?model=056100U), [All aircraft, 278 cases](https://openairdocs.org/ntsb-findings/03031020/cases.md) - [Performance/control parameters: airspeed](https://openairdocs.org/ntsb-findings/01062010): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Willerton Hazen Dennis VANS RV6A, 1 case](https://openairdocs.org/ntsb-findings/01062010/cases.md?model=056100U), [All aircraft, 1,681 cases](https://openairdocs.org/ntsb-findings/01062010/cases.md) - [Performance/control parameters: angle of attack](https://openairdocs.org/ntsb-findings/01062042): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Willerton Hazen Dennis VANS RV6A, 1 case](https://openairdocs.org/ntsb-findings/01062042/cases.md?model=056100U), [All aircraft, 990 cases](https://openairdocs.org/ntsb-findings/01062042/cases.md) - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Willerton Hazen Dennis VANS RV6A, 1 case](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=056100U), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) - [Attention/monitoring: monitoring other aircraft](https://openairdocs.org/ntsb-findings/02021540): Personnel issues › Psychological · Pilot; cases with it: [Willerton Hazen Dennis VANS RV6A, 1 case](https://openairdocs.org/ntsb-findings/02021540/cases.md?model=056100U), [All aircraft, 231 cases](https://openairdocs.org/ntsb-findings/02021540/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Approach-VFR pattern final: Near midair/TCAS alert/loss of separation](https://openairdocs.org/ntsb-events/260); cases with it: [Willerton Hazen Dennis VANS RV6A, 1 case](https://openairdocs.org/ntsb-events/260/sequence.md?model=056100U), [All aircraft, 96 cases](https://openairdocs.org/ntsb-events/260/sequence.md) - [Approach-VFR go-around: Loss of control in flight](https://openairdocs.org/ntsb-events/240) (defining event); cases with it: [Willerton Hazen Dennis VANS RV6A, 1 case](https://openairdocs.org/ntsb-events/240/sequence.md?model=056100U), [All aircraft, 5,002 cases](https://openairdocs.org/ntsb-events/240/sequence.md) ## Analysis Witnesses reported that a high-wing airplane and a low-wing airplane were on final approach for landing to the same runway, with the high-wing airplane ahead of and slightly below the low-wing airplane. An airport employee stated that the pilot of the high-wing airplane was making position reports over the airport’s common traffic advisory frequency (CTAF), but the pilot of the low-wing airplane was not. The employee transmitted via the CTAF that there were two airplanes on final approach, at which time the pilot of the high-wing airplane aborted the landing. That pilot reported that he never saw the other airplane. The pilot of the low-wing airplane (accident airplane) subsequently transmitted that he had been using the wrong radio frequency and aborted the landing approach, entering a right turn away from the runway at low altitude. Witnesses reported that, during the turn, the accident airplane entered a nose-low descent that continued until it impacted the ground. The airplane impacted terrain in a near-vertical, nose-down attitude. Postaccident examination of the airframe and engine revealed no evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation. Based on the available information, it is likely that the pilot exceeded the airplane’s critical angle of attack while maneuvering away from the runway during the aborted landing approach, which resulted in an aerodynamic stall and loss of control at an altitude too low for recovery. It is possible that the high-density altitude conditions and the distraction of looking for conflicting traffic may have contributed to the accident. ## Factual narrative According to the FAA Airplane Flying Handbook (FAA-H-8083-3C): At the same gross weight, airplane configuration, CG location, power setting, and environmental conditions, a given airplane consistently stalls at the same indicated airspeed provided the airplane is at +1G (i.e., steady-state unaccelerated flight). However, the airplane can also stall at a higher indicated airspeed when the airplane is subject to an acceleration greater than +1G, such as when turning, pulling up, or other abrupt changes in flightpath. Stalls encountered any time the G-load exceeds +1G are called “accelerated maneuver stalls.” The accelerated stall would most frequently occur inadvertently during improperly executed turns, stall and spin recoveries, pullouts from steep dives, or when overshooting a base to final turn… Stalls that result from abrupt maneuvers tend to be more aggressive than unaccelerated, +1G stalls. Because they occur at higher-than-normal airspeeds or may occur at lower-than-anticipated pitch attitudes, they can surprise an inexperienced pilot…Failure to execute an immediate recovery may result in a spin or other departure from controlled flight. SOW is a publicly owned, nontower-controlled airport with a reported field elevation of 6,415 ft mean sea level. The airport was equipped with two asphalt runways. Runway 22 was 3,938 ft long, 60 ft wide, and had a left traffic pattern. On December 22, 2021, about 1639 mountain standard time, an experimental, amateur-built RV-6A airplane, N6000Z, was destroyed when it was involved in an accident near Show Low, Arizona. The pilot and passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. An airport employee reported that he saw two airplanes on final approach for landing; the airplane in front, a Cessna, was at a lower altitude than the accident airplane, which was descending toward the Cessna. The pilot of the Cessna was making radio calls on the airport’s common traffic advisory frequency. He did not hear any radio transmissions from the pilot of the other airplane (the accident airplane). The employee transmitted via radio that the two airplanes were about to collide, and the pilot of the Cessna aborted his landing and turned to the north. Shortly thereafter, the pilot of the accident airplane transmitted via radio that he was on the wrong frequency and aborted his landing to the north. The accident airplane continued its turn at low altitude and appeared to stall, immediately entering a “nosedive” toward the ground. Another witness reported that he also saw the two airplanes close to each other on final approach for landing, with the second airplane descending toward the first airplane. He then saw the first airplane turn north, and about five seconds later, the second airplane turned north. He saw the second airplane’s wing dip, and the airplane entered a nose-low descent toward the ground. The pilot of the Cessna reported that hedid not see the accident airplane, and aborted his landing when he heard the transmission that there were two airplanes on final approach. Based on the environmental conditions on the day of the accident, the density altitude at the accident site was estimated to be about 7,423 ft. The private pilot held a rating for airplane single-engine land. His most recent Federal Aviation Administration (FAA) second-class airman medical certificate was issued on May 5, 2015, without limitations. The pilot reported on his application that he had accumulated 5 total hours of flight experience, with 5 hours in the previous 6 months since the examination. The pilot’s logbooks were not located during the investigation. Examination of the accident site revealed that the airplane impacted terrain near the edge of a dry lakebed. The first point of impact displayed marks consistent with the wings and propeller hub in a near-vertical impact attitude. All major components of the airplane and most of the wreckage debris was contained within the main wreckage site. A post-impact fire consumed most of the airplane. Postaccident examination of the airframe and engine revealed no evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation. ## Aircraft - Registration: [N6000Z](https://openairdocs.org/aircraft/N6000Z), registered now, S/N 24142, built 2001 (OpenAirDocs) - Reported make and model: VANS RV6 (A) - Registry model: [Willerton Hazen Dennis VANS RV6A](https://openairdocs.org/model/willerton-hazen-dennis-vans-rv6a) (registry code 056100U) (OpenAirDocs) - Registry engine: [Lycoming 0-320 series](https://openairdocs.org/engine/lycoming-0-320-series) (registry code 41508, reciprocating) (OpenAirDocs) - Category: Airplane, amateur-built - Serial number: 24142 - Year built: 2001 - Engines: Lycoming O-320 Series 180 horsepower reciprocating - Damage: Destroyed - Fire: On-Ground - Flight: Personal, Part 91 - Airworthiness certificate: Special, Experimental (Special) - Departed: TYL, Taylor, AZ - Destination: Same as departure - Airport: SOW, Show Low Rgnl, runway 22, 3,938 × 60 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 40; injuries: fatal; private; airplane ratings: single-engine land; medical: class 2, without waivers/limitations; seat: left; toxicology performed; flight hours: 5 total ## Weather - Conditions: Visual (VMC), Day - Wind: 210° at 7 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 55 °F, dew point 10 °F - Altimeter: 30.16 inHg - Observed at: KSOW - METAR: KSOW 222335Z AUTO 21007KT 10SM CLR 13/M12 A3016 RMK AO2 ## 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 20211222021919A](https://openairdocs.org/incident/20211222021919A), Dec 22, 2021: Willerton Hazen Dennis VANS RV6A, Show Low, AZ, Destroyed, 2 fatal. Airman was performing a personal flight to give a family member flight in the aircraft. He left his home base in southern Utah to fly to Show Low, AZ. Airman… ## Other investigations on N6000Z (1) 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. - [NTSB WPR12LA174](https://openairdocs.org/ntsb/WPR12LA174), Apr 10, 2012: Willerton Vans RV6A (N6000Z), Sequim, WA, substantial damage. Probable cause: The pilot's inadequate landing flare, which resulted in a hard landing. ## Docket (9 files) The files NTSB released with the investigation on May 3, 2023, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=104437. 2.5 MB in all. - Memorandum for record (item 1, PDF, 4 pages, 128 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14915419&FileExtension=pdf&FileName=WPR22FA067%20Memorandum%20for%20Record%20Final%203-Rel.pdf - Electronic devices - specialist's factual report (item 2, PDF, 6 pages, 454 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14528017&FileExtension=pdf&FileName=Electronic%20Devices%20-%20Specialist%27s%20Factual%20Report_WPR22FA067-Rel.pdf - Accident site summary report (item 3, PDF, 4 pages, 589 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14911357&FileExtension=pdf&FileName=WPR22FA067%20On%20Site%20Examination%20Summary-Rel.pdf - Airframe and engine examination summary (item 4, PDF, 4 pages, 497 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14911226&FileExtension=pdf&FileName=WPR22FA067%20Airframe%20and%20Engine%20Examination%20Summary%20Final-Rel.pdf - Toxicological report (item 5, PDF, 1 page, 154 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14911785&FileExtension=pdf&FileName=2022_011_001%20Final_Redacted-Rel.pdf - Memorandum for record autopsy (item 6, PDF, 1 page, 111 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14914975&FileExtension=pdf&FileName=WPR22FA067%20Memorandum%20for%20Record%20Autopsy-Rel.pdf - FAA pilot's handbook of aeronautical knowledge excerpts (item 7, PDF, 4 pages, 222 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14914965&FileExtension=pdf&FileName=PHAK%20Chapter%2011%20Exceprts-Rel.pdf - Party form (item 8, PDF, 1 page, 127 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14910929&FileExtension=pdf&FileName=NTSB%20party%20form_Lycoming-WPR22FA067_Redacted%20Final-Rel.pdf - Release of aircraft wreckage, NTSB form 6120.15 (item 9, PDF, 1 page, 237 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14920790&FileExtension=pdf&FileName=N6000Z%202022%20Retention-Release-of-Wreckage-Form%20Final_Redacted-Rel.pdf 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.