History of Flight
On April 3, 2012, at approximately 0742 mountain standard time, a Nelson Rans S-12, registration N586BN, impacted terrain shortly after departing from Falcon Field Airport (FFZ) in Mesa, Arizona. The commercial pilot and the passenger, who was also the aircraft's owner, were fatally injured. The airplane sustained substantial damage. The flight was conducted under visual meteorological conditions with no flight plan filed for the local personal flight.
Witnesses reported that after takeoff, when the airplane reached an estimated altitude of 200 to 300 feet above ground level, it executed a sudden right turn of about 90 degrees. Some witnesses noted a reduction in engine power just before the turn and an increase in power during the turn. During the turn, the airplane appeared to stall and enter a spin; one witness reported that the pilot seemed to begin regaining control just before impact.
Personnel Information
The pilot, aged 23, held a commercial pilot certificate with airplane single- and multi-engine land and instrument ratings, most recently issued on March 22, 2012. His most recent FAA second-class medical certificate was issued on May 11, 2011, with a requirement to wear corrective lenses. The pilot had accumulated approximately 734 hours of flight experience, including 121 hours in the accident airplane, which he had been flying since July 2010.
Aircraft Information
The airplane was an amateur-built experimental Nelson Rans S-12, serial number 119147, constructed in 2007. It was equipped with a Rotax 912 ULS 100 horsepower pusher-configuration engine. The airframe and engine maintenance logbooks were not located. The builder reported that the fuel system originally comprised four tanks—two outboard auxiliary and two inboard main—with a four-position fuel selector valve (main, aux, both, off) located between the seats. The builder noted that if the selector valve were in the 'off' position, residual fuel in the system could allow normal operation until initial climb.
Meteorological Information
At 0747, weather at Falcon Field Airport reported wind from 030 degrees at 5 knots, visibility 40 statute miles, clear skies, temperature 13°C, dewpoint -9°C, and altimeter setting 29.98 inHg. The airport elevation was 1,394 feet, corresponding to a density altitude of about 1,432 feet. Based on the FAA carburetor icing probability chart, conditions were unlikely to produce carburetor icing at climb, cruise, or glide power.
Wreckage and Impact Information
Examination by FAA representatives revealed the airplane impacted the ground in a nose-low attitude and caught fire. All three propeller blades remained attached at the hub but separated about 6 inches outboard; one blade was found in an earthen wall next to the main wreckage, and two were located about 250 feet away. All main components were present, and control continuity was established. The parachute was deployed but unopened behind the wreckage; the T-handle pin was still in place, and the cable end from the handle to the igniter was broomstrawed. A smell of automotive gasoline was noted under the airplane, particularly near the carburetors, and fuel was found in one carburetor bowl. The fuel selector valve could not be positively identified. The engine rotated through all compression strokes but felt gritty internally.
Medical and Pathological Information
Autopsies performed by the Maricopa County Medical Examiner determined the cause of death for both the pilot and passenger as blunt force injuries. Forensic toxicology conducted by the FAA Civil Aerospace Medical Institute on pilot specimens detected no ethanol or screened drugs; tests for carbon monoxide and cyanide were not performed.
Tests and Research
Postaccident examination confirmed control continuity. The flap handle was found loose; flap position could not be determined. The fuel selector valve was not located. The instrument panel sustained impact and fire damage; the turn coordinator indicated a right turn. The engine was examined: the exhaust system was mounted near a fuel line, fuel system transducer, coolant, and ignition systems. Fire damage appeared on the magneto side. Top spark plugs showed appropriate gapping. Valve covers were removed; oil was present. The engine rotated via propeller; all valves produced equal lift, and thumb compression was obtained on all cylinders. Borescope inspection revealed no anomalies. The water pump, oil pump, and fuel pump functioned normally when tested. No preimpact anomalies that would have resulted in a loss of engine power were evident. Due to damage, continuity of the fuel and ignition systems could not be ascertained.