History of Flight
On May 28, 2012, at approximately 1215 mountain daylight time, a Tackabury Air-Cam experimental amateur-built airplane, N788RJ, impacted terrain while landing at Fort Morgan Municipal Airport (KFMM), Fort Morgan, Colorado. The commercial pilot was fatally injured and the passenger sustained serious injuries. The flight was operated under 14 CFR Part 91 as a personal flight in visual meteorological conditions without a flight plan. The local flight had originated from KFMM around 1100.
Family members reported that the pilot completed two flights earlier that day. During the first flight, he performed four or five touch-and-go landings on runway 8/26. The second flight involved observing cattle from the air with his daughter, who was also the passenger on the accident flight. The passenger stated that during the third flight, which lasted about one hour, they flew over Empire Reservoir. The approach to runway 17 was normal until just before touchdown, when a strong gust of wind turned the airplane sharply to the right about 90 degrees. The pilot added power for a go-around, but the airplane continued to the right for several seconds before impacting the ground.
Several witnesses south and west of runway 17 observed the airplane approaching to land. One witness reported that the airplane disappeared behind terrain briefly then reappeared in a steep climb with a steep bank to the right. It climbed to 40 or 50 feet above ground before descending and cartwheeling.
Pilot Information
The pilot, age 65, held a commercial pilot certificate with airplane single and multiengine land ratings issued March 10, 2012. His certificate included a limitation prohibiting passenger carrying for hire at night and on cross-country flights over 50 nautical miles. He was issued a second-class medical certificate on July 12, 2010, with the limitation that he must wear corrective lenses for near and distant vision. His flight logbook indicated a total flight time of no less than 2,054.9 hours, with 11.7 hours in multiengine airplanes and 10.7 hours in the accident airplane make and model. He completed a flight review on March 9, 2012.
Aircraft Information
The airplane was a Tackabury Air-Cam, serial number AC-164, manufactured by the pilot in 2012 and registered with a special airworthiness certificate for experimental operations. It was powered by two Rotax 912 ULS engines, each rated at 100 horsepower, with 3-blade Warp Drive ground-adjustable propellers. The airplane was maintained under a condition inspection program. An initial condition inspection was completed on May 18, 2012, at 0 hours airframe total time. A Designated Airworthiness Representative performed an FAA airworthiness inspection for the special airworthiness certificate on the same date. The first test flight occurred on May 23, 2012, lasting 0.8 hours. The airplane had flown 4.4 hours between the last inspection and the accident, with a total airframe time of 4.4 hours.
The Amateur Built Experimental Operating Limitations were found in the back-seat pocket. They stated that the aircraft must be operated for at least 40 hours during Phase I flight testing, and that no person may be carried unless essential to the purpose of the flight. The limitations were issued on May 18, 2012.
Meteorological Information
The closest official weather observation station was Colorado Plains Regional Airport (KAKO), Akron, Colorado, 28 nautical miles east of the accident site. A routine aviation weather report (METAR) issued at 1153 reported wind from 190 degrees at 9 knots gusting to 17 knots, visibility 10 miles, clear sky, temperature 22°C, dew point -6°C, and altimeter 29.87 inches of mercury.
Airport Information
Fort Morgan Municipal Airport (KFMM) is a public uncontrolled airport 5 miles north of Fort Morgan, Colorado, at an elevation of 4,569 feet. It has three open runways: runway 14/32 (5,219 by 60 feet, concrete), runway 17/35 (3,800 by 30 feet, dirt/turf), and runway 8/26 (2,467 by 100 feet, turf).
Wreckage and Impact Information
The accident site was west of runway 17/35 on level, grass-vegetated terrain at an elevation of 4,525 feet. The main wreckage consisted of the fuselage, cabin, both wings, both engines, and empennage. The first set of ground scars began on runway 17/35, approximately 40 feet east of the west edge, consistent with the runway centerline. A second ground scar angled off the west side of the runway, followed by a third scar parallel to the second that transitioned to periodic scarring continuing to the west edge. A second set of scars initiated 50 feet west of the main wreckage, including a larger round scar containing broken fiberglass, radios, and personal effects. The right wing tip and navigation light were also found there.
The fuselage cabin area was crushed and broken, with the floor crushed up and to the left, and grass and dirt embedded in the forward portion. The windscreen separated and fragmented. Both landing gear remained attached and were unremarkable. The instrument panel was partially separated; readings included Hobbs 4.4, Kollsman window 29.99, airspeed zero, vertical speed indicator 50 feet climb, altimeter 6,500 feet, and all engine instruments at zero.
The right wing leading edge had dirt along its entire length, with dried grass embedded inboard. The fuel tank was intact with an unknown fuel quantity. The right engine remained attached and was unremarkable. The wing tube frame was bent and broken. The right aileron remained partially attached, and the outboard 55 inches of the right flap separated and was bent and fragmented. The inboard portion of the right flap remained partially attached, with about 30 inches of trailing edge tubing bent around the propeller flange. Aileron control tubing was broken consistent with impact damage.
The fuselage between the wing and empennage was unremarkable, but buckled and bent up at the empennage attach point. The empennage components—vertical stabilizer, rudder, and elevator—were unremarkable. Rudder control cables were continuous. The right horizontal stabilizer was unremarkable; grass and dirt were embedded between the elevator and horizontal stabilizer on the left side. The outboard tip of the left horizontal stabilizer was cracked.
The left wing leading edge was crushed aft and bent down, with tubing crushed and broken. The top and leading edge were covered with dirt. The left aileron remained attached; control rods were continuous inboard. The left engine remained attached and was unremarkable. The left flap separated partially and was bent up and buckled at mid-span.
Medical and Pathological Information
An autopsy performed on May 29, 2012, by a Forensic Pathology Consultant at McKee Medical Center, Loveland, Colorado, concluded the cause of death was multiple trauma. All toxicological tests were negative. Specimens were not sent to the FAA's Civil Aerospace Medical Institute.
Tests and Research
Investigators from the National Transportation Safety Board, Lockwood Aircraft Corp., and Rotech Flight Safety Inc. examined the airplane. Both engines showed no external anomalies or failures that would have precluded power production. Both engines started and ran without issues. Flight control continuity was confirmed for the right aileron (through impact damage), left aileron, and elevator.