Amateur-built VAN RV-6A accident near Bayou La Batre, Alabama, September 3, 2000
On September 3, 2000 at about 5:10 pm local time, a amateur-built VAN RV-6A, registered N199EC, was substantially damaged in an accident near Bayou La Batre, Alabama (Roy E. Ray airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilots failure to maintain airspeed during final approach result in the aircraft stalling and descending uncontrolled until ground impact.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 3, 2000 · about 5:10 pm local time
- Place
- Bayou La Batre, Alabama · Roy E. Ray · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built VAN RV-6A
- Registration
- N199EC · registry record · serial 23982
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that while on final approach to runway 36, he extended full wing flaps and maintained about 80 mph until clear of the trees at the end of the runway. He then reduced engine power and descended toward the runway. At about 30 feet above the runway, the left wing dropped down between 20-30 degrees, and he applied right aileron control and engine power in an attempt to correct the left roll. The engine did not seem to respond and the aircraft remained in the left roll. The aircraft descended nose down, approximately 15-20 degrees left wing down, and collided with the runway. A witness told the pilot he heard the engine increase in power prior to ground impact. Propeller strike marks on the runway showed that the distance between the first and second marks was 10 inches. Analysis shows that at 2,700 rpm, full engine power, the aircraft would be at about 51 mph at ground impact. The pilot stated the aircraft stalls at 52 mph with full flaps extended.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 327 hours in all; 79 in this make and model; 14 in the last 90 days; 1 in the last 30 days; 241 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 75 hours
- Last inspection: annual inspection, October 1, 1999; 75 hours since
- Maximum gross weight: 1,800 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-360-A1A (piston); 0 hours total
The flight
- Departed from: 5R7 at 4:00 pm
- Flight plan: none
- Runway 36, 2,000 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 090° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 91°F (33°C), dew point 75°F (24°C)
- Altimeter: 29.00 inHg
- Observation at 4:53 pm from MOB, 15 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.