N6000ZVans Aircraft RV-6A · 2001

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 he did not see the accident airplane, and aborted his landing when he heard the transmission that there were two airplanes on final approach.

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.

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.

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.

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.

On April 10, 2012, about 1315 Pacific daylight time, a Willerton Vans RV-6A, N6000Z, sustained substantial damage to the firewall during a precautionary landing at Blue Ribbon Airport (WN29), Sequim, Washington. The certified flight instructor (CFI) and private pilot were not injured. The airplane was registered to and operated by the private pilot. The local instructional flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan had been filed. The flight originated from Sequim Valley Airport (W28), Sequim, Washington at 1300.

The private pilot reported that while climbing through about 4,000 feet, both the CFI and he observed fuel leaking from the right wing fuel cap. They initiated a precautionary landing to WN29. After a normal approach, the airplane struck the runway hard causing the propeller to strike the ground. Subsequently, the airplane’s firewall was substantially damaged. The pilot reported no mechanical malfunctions or failures that would have precluded normal operations.

Post-accident examination of the aircraft was conducted by a Federal Aviation Administration (FAA) inspector. The stopper type fuel cap was found locked; however, the fuel cap was loose and not properly secured within the filler port.