N451JPLowell C Peterson RV-6A · 2011

On October 9, 2018, about 1050 central daylight time, an experimental amateur-built Vans Aircraft Inc. RV-6A, N451JP, sustained substantial damage when it was involved in an accident in Cape Girardeau, Missouri. The pilot was fatally injured, and the pilot-rated passenger sustained serious injuries. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight.

According to a witness located at the airport, the airplane landed "a little long," then bounced "hard" upon touchdown, before bouncing two more times. Immediately following the third bounce, the nose landing gear folded back, and the airplane nosed over. The passenger stated that the pilot mentioned that he was going to land "a little faster" and not use flaps due to the wind. The passenger further stated that the pilot had trouble straightening the airplane when it touched down the first time. The airplane touched down on the right side of the runway, bounced "pretty high," then landed in a right crab before it "shot off the right side of the runway" and subsequently nosed over.

The airplane came to rest about 1,750 ft from the approach end of runway 20 and about 25 ft off to the right side of the runway. The witness statements were consistent with onboard GPS data and an airport surveillance video.

The pilot held an experimental aircraft builder repairman certificate. The pilot had completed the requirements of BasicMed.

According to the kit manufacturer, due to the differences in each airplane built, the Pilot's Operating Handbook (POH) is the responsibility of the aircraft's builder/owner, and data such as reference speeds and crosswind limitations should be compiled from flight tests of each specific airplane.

The recorded weather conditions at Cape Girardeau Regional Airport (CGI), Cape Girardeau, Missouri, at 1050 included wind from 150° at 12 knots with gusts to 20 knots. Based on this observation, the crosswind component for landing on runway 20 was between about 9 knots and 15 knots, depending on the gust factor.

According to the kit manufacturer, due to the differences in each airplane built, the Pilot's Operating Handbook (POH) is the responsibility of the aircraft's builder/owner, and data such as reference speeds and crosswind limitations should be compiled from flight tests of each specific airplane.

All flight control surfaces remained attached to the airplane. Flight control continuity was established from the cockpit to all flight control surfaces. The elevator trim was observed in the neutral position and operated normally. The aileron trim was in the neutral position. The aileron trim operated normally with no anomalies noted. Examination of the brakes and tires revealed no anomalies.

The engine and all associated engine components and accessories were present. The crankshaft was manually rotated at the propeller and rotational continuity was established throughout the engine, accessory section, and valve train. During crankshaft rotation, thumb compression and suction were attained on all cylinders. A borescope inspection of the cylinders revealed normal operating signatures. The engine was run at various power settings with no anomalies noted.

The FAA Airplane Flying Handbook, Chapter 8, Approaches and Landings, states:

When the airplane contacts the ground with a sharp impact as the result of an improper attitude or an excessive rate of sink, it tends to bounce back in the air... Extreme caution and alertness must be exercised any time a bounce occurs, but particularly when there is a crosswind… When one main wheel of the airplane strikes the runway, the other wheel touches down immediately afterwards, and the wings become level. Then with no crosswind correction as the airplane bounces, the wind causes the airplane to roll with the wind, thus exposing even more surface to the crosswind and drifting the airplane more rapidly.…When a bounce is severe, the safest procedure is to execute a go-around immediately.

Guidance provided by the kit manufacturer regarding flight test procedures stated that "If you should accidently hit hard enough to cause a sharp bounce back into the air, apply power and make a go-around for another landing attempt." It further stated that "It is probably better to start over rather than to salvage a bad landing out of an abnormal condition (bouncing back into the air at an unusual attitude or speed)."

An autopsy of the pilot was not performed due to his organ donor status.

Toxicology testing performed at the FAA's Forensic Sciences Laboratory was negative for ethanol and tested-for drugs.