History of Flight
On June 15, 2012, about 1010 eastern daylight time, a Remos Aircraft GmbH Flugzeugbau Remos GX, special-light sport aircraft, N206GX, operated by a private individual, was substantially damaged when it impacted the ground during an emergency landing at the Carroll County Regional Airport (DMW), Westminster, Maryland. The commercial pilot was fatally injured. Visual meteorological conditions prevailed and no flight plan had been filed for the personal flight conducted under Part 91, which departed Frederick Municipal Airport (FDK), Maryland, and was destined for Piseco Airport (K09), New York.
Witnesses reported hearing the pilot transmit over the airport common traffic advisory frequency that his elevator had come detached and he needed to land on runway 16. Another witness observed the airplane climb and dive as it approached the 5,100-foot-long asphalt runway. A third witness stated the airplane appeared very fast and approached in a flat or slight nose-down pitch attitude. On short final, over the grass just before the runway threshold, it pitched sharply nose down and impacted the ground.
Personnel Information
The 64-year-old pilot held a commercial pilot certificate with ratings for airplane single-engine land, multiengine land, glider, and instrument airplane, as well as a flight instructor certificate with corresponding ratings. He also held an airframe and powerplant mechanic certificate. His most recent FAA third-class medical certificate was issued on March 16, 2010. At the accident time, he had accumulated about 3,250 total flight hours, including about 100 hours in the preceding year. He had approximately 16 hours in the accident make and model, with his first flight in that airplane on April 24, 2011. His most recent biennial flight review was December 1, 2011.
Aircraft Information
The two-seat, high-wing, fixed tricycle landing gear S-LSA (serial number 335) was issued a special airworthiness certificate on September 30, 2009, and purchased by its current owner in May 2011. It was powered by a Rotax 912ULS 100-horsepower engine with a Neuform three-bladed propeller. The composite carbon fiber monocoque airplane had folding wings and a removable horizontal stabilizer. Flight controls were actuated by push-pull rods with quick-fastener disconnects for the ailerons and elevator. Each quick-fastener consisted of two hooks, a locking sleeve, an anti-twist pin, a locking pin, and a locking spring.
The individual who assisted with reassembly stated the pilot was familiar with quick-fastener operation. The wings were folded and the horizontal tail removed for storage. He did not specifically observe the elevator quick-fastener connection. On March 25, 2009, after a fatal accident involving improper aileron quick-fastener connection, Remos issued Safety Directive SD-05, which introduced an anti-twist pin and called for inspection of aileron and elevator quick-fasteners, POH updates, and warning placards. The pilot/mechanic completed a condition inspection on June 1, 2012, covering empennage components. A pitot-static check was performed on June 8, and a Magnum 601 ballistic parachute system was installed on June 12. The mechanic who installed the parachute did not disconnect any quick-fasteners. Placards on the instrument panel stated "CHECK: Flight System Control and Three Quick Fasteners" and other quick-fastener checks near the respective push-pull rods.
Meteorological Information
Reported weather at DMW at 1007: wind calm, visibility 10 miles, temperature 21°C, dew point 13°C, altimeter 30.31 inches of mercury.
Wreckage and Impact Information
The airplane impacted ground about 60 feet before runway 16 and 12 feet left of the right runway edge. Debris scattered south-southeast about 350 feet. Both wings and the top cabin portion were inverted about 220 feet from initial impact. The main wreckage (cockpit destroyed, engine and tail assembly intact) was about 265 feet away. The ballistic parachute was not activated; its activation handle on the center console was secured with a padlock, with the key on a key ring with the ignition key still in the switch.
Examination revealed the elevator quick-fastener was disconnected. The aileron quick-fasteners and rudder cables remained attached. Damage to flight control push-pull rods was consistent with impact. The elevator trim tab was about 1/4-inch from full nose-down trim. The engine showed no pre-impact failures. The quick-fasteners, Dynon Avionics FlightDEK-D180, and Garmin 496 GPS were sent for further examination.
Medical and Pathological Information
An autopsy performed by the Office of the Chief Medical Examiner, Baltimore, Maryland, listed the cause of death as multiple injuries. Toxicological testing by the FAA was negative for alcohol and positive for Doxepin (a prescription antidepressant), Nordoxepin (its metabolite), and Pioglitazone (a prescription anti-diabetic agent). The pilot's most recent FAA medical listed occasional aspirin.
Tests and Research
GPS data showed the airplane flew from K09 to MD24 on November 19, 2011; from MD24 to W29 on June 8, 2011; from W29 to FDK on June 14, 2011; and the accident flight from FDK to DMW was 31 minutes. Dynon data showed departure from FDK about 0935, climb to 2,500 feet GPS altitude, northeast heading, then a right 270-degree turn and left to southwest back to DMW. At 1003, about 3 miles from DMW at 1,700 feet GPS altitude and 100 knots, it turned onto final approach for runway 16. At 1004:33, about 0.5 miles from the runway at 950 feet GPS altitude (160 feet AGL) and 125 knots. Pitch angle decreased from -0.38 to -12.38 just prior to impact. The final recorded GPS altitude was 834 feet (about 45 feet AGL).
Examination of the elevator quick-fastener at the NTSB Materials Laboratory found no pre-impact failures; all functions performed as designed. White salts consistent with aluminum corrosion were found in the cross-drilled hole housing the spring and lock button, and fretting wear and corrosion were identified on the clevis connector and inside surface of the lock sleeve.