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N32050 accident description

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Tail numberN32050
Accident dateApril 27, 2005
Aircraft typeSchlitter Randy J RANS S6ES Coyote II
LocationTombstone, AZ
Near 31.676945 N, -109.995277 W
Additional details: None

NTSB description

HISTORY OF FLIGHT

On April 27, 2005, about 0940 mountain standard time, an experimental Schlitter RANS S6ES Coyote II, N32050, impacted terrain near Tombstone Municipal Airport (P29), Tombstone, Arizona. The airplane was being operated and flown by the two owners under the provisions of 14 CFR Part 91. The two noncertificated pilots sustained fatal injuries; the airplane sustained substantial damage. The local personal flight departed Tombstone about 0800. Visual meteorological conditions prevailed, and no flight plan had been filed. The approximate global positioning system (GPS) coordinates of the primary wreckage were 31 degrees 40.624 minutes north latitude and 109 degrees 59.714 minutes west longitude.

Witnesses reported that the airplane was flying around the local area when the engine stated to "sputter" and then quit. The airplane turned towards the airport, then "went straight down." The wife of one of the pilots told the National Transportation Safety Board investigator-in-charge (IIC) that she heard the airplane fly over her house about 1 1/2 hours prior to the accident.

During the on-scene portion of the investigation, Federal Aviation Administration (FAA) inspectors were unable to locate any evidence of fuel. The inspector was unable to locate evidence of any significant fuel contamination in the soil around the accident site.

During the recovery process personnel recovered about 1/2 gallon of fuel from the left fuel tank.

The airplane was still registered to the individual who had sold it to the accident pilots. The registered owner told the IIC that he had sold the airplane to the pilots after he had flown it to Tombstone on May 7, 2004.

A review of FAA airman records revealed that neither pilot held a pilot certificate or an aviation medical certificate.

AIRCRAFT INFORMATION

The airplane was an experimental RANS S6SE Coyote II, serial number 0991221. A review of the airplane's logbooks revealed the last annual inspection was recorded on June 1, 2003, and reported a total tachometer time of 825 hours. The last recorded service was on April 26, 2004; the tachometer read 906 at that time.

METEOROLOGICAL CONDITIONS

The closest official weather observation station was Tucson, Arizona (TUS), which was located 56 nautical miles (nm) southeast of the accident site. The elevation of the weather observation station was 2,643 feet mean sea level (msl). An aviation routine weather report (METAR) for TUS was issued at 0955. It stated: winds from 190 degrees at 12 knots gusting to 20 knots; visibility 10 miles; skies clear; temperature 74 degrees Fahrenheit; dew point 25 degrees Fahrenheit; altimeter 30.03 inHg.

MEDICAL AND PATHOLOGICAL INFORMATION

The FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed toxicological testing of specimens of both pilots. Analysis of the specimens contained no findings for carbon monoxide and cyanide. With regard to volatiles, no ethanol was detected in the blood or tissue for either pilot.

The report contained the following findings for tested drugs:

FIRST PILOT

Atenolol present in the liver and kidney; and amlodpine present in the liver and kidney.

Second pilot

Quinine present in the liver and kidney.

TESTS AND RESEARCH

Investigators examined the wreckage at Air Transport, Phoenix, Arizona, on May 24, 2005.

All major parts of the aircraft were accounted for. The engine remained attached to the firewall mount, which had separated from the fuselage. The engine was equipped with two carburetors that separated from the engine. Examination of one of the carburetors revealed a yellow colored liquid similar to auto gas in the carburetor bowl. The other carburetor had impact damage. The propeller hub remained attached to the crankshaft, with no major damage noted. However, both propeller blades separated from the hub.

The lower spark plugs were removed. Each showed a black build up at the base. They were not wet and did not show any indication of being oil fouled.

The fuselage separated aft of the rear spar attach points. The structure was accounted for, including the cables for the aft flight controls. The cabin area was destroyed during impact. The elevators and rudder remained attached at the tail, which remained connected to the empennage section and moved freely. The left elevator bracket for the flight control cable attachment had partially broken loose from the cross tube/control bracket area, but remained attached to the cable. The right elevator bracket remained attached to the control tube. When manually manipulated, both the left and right elevators moved in unison. The right elevator trim tab was displaced to the full up position.

Both wing assemblies remained intact with both wings' leading edges suffering impact damage. Both the left and right fuel tanks were still in their respective mounting positions. The right tank was breeched during the impact sequence. The left fuel tank had impact damage on the outboard leading area where it came into contact with the mounting bracket. Additional damage was incurred during the recovery of the airplane from the accident site. Inspectors noted extensive damage to the header tank mounted on the aft side of the firewall.

ADDITIONAL INFORMATION

According to FAA Advisory Circular AC 20-27F, Certification and Operation of Amateur-Built Aircraft, "Amateur builders are free to develop their own designs or build from existing designs. We do not approve these designs and it would be impractical to develop design standards for the wide variety of design configurations, created by designers, kit manufacturers, and amateur builders."

The IIC released the wreckage to the owner's representative on June 30, 2005.

(c) 2009-2011 Lee C. Baker. For informational purposes only.