History of Flight
On September 30, 2012, at about 1630 mountain standard time, an experimental Air Creation Tanarg weight-shift control airplane, registration N2751N, impacted terrain approximately 38 nautical miles north of Safford, Arizona, on the San Carlos Indian Reservation. The sport pilot, the sole occupant, sustained fatal injuries, and the airplane sustained substantial damage. Visual meteorological conditions prevailed, and no flight plan was filed for the cross-country flight. The airplane had departed Safford Regional Airport (SAD) at about 1600, destined for Show Low Regional Airport (SOW).
A family member flying a similar airplane in loose formation reported that after clearing a ridge, the accident airplane descended to about 400 feet above ground level. Positioned above and behind, the family member heard the accident pilot radio that the wind had become stronger, causing abrupt turns. The pilot mentioned he might attempt to land or abort the flight. Shortly after, the accident airplane entered a descending right turn and impacted the ground.
The impact site was a flat area at an elevation of 5,050 feet mean sea level, surrounded by mountainous terrain. The debris field extended about 70 feet from the main wreckage, with all major structural components present.
Pilot Information
The 50-year-old pilot held a sport pilot certificate. According to his personal logbook, he had accumulated 78 flight hours since his initial training in May 2009, with the most recent entry dated April 2011. All flight hours were logged in the accident airplane and a similar make and model, an Evolution Revo.
Aircraft Information
The experimental weight-shift-control airplane was an Air Creation Tanarg, serial number T05004, equipped with a Rotax 912UL engine. The last maintenance logbook entry was dated September 17, 2012, with a total airframe time of 566 hours. According to an FAA inspector, the standard 15-meter wing had been replaced with a non-standard 12.5-meter wing about one month before the accident, but no corresponding logbook entry was found.
Meteorological Information
The closest weather observation station was at SAD, which reported at 1551: wind variable at 3 knots, visibility 10 miles or greater, clear skies below 12,000 feet, temperature 33°C, dew point -2°C, altimeter 29.91 inHg. A later observation at 1651 indicated wind from 340° at 9 knots gusting to 22 knots, visibility 10 miles or greater, clear skies, temperature 34°C, dew point -3°C, altimeter 29.91 inHg. Density altitude in the area was calculated between 6,003 and 6,135 feet during the accident time.
Medical and Pathological Information
An autopsy performed by the Gila County Medical Examiner determined the cause of death as blunt force injuries. Toxicological tests by the FAA Civil Aeromedical Institute found no carbon monoxide, cyanide, or ethanol. Ranitidine (an over-the-counter heartburn medication) was identified in urine. Additionally, tetrahydrocannabinol (marijuana) at 0.0027 µg/ml and its metabolite at 0.0054 µg/ml were detected in blood, while 0.065 µg/ml of the metabolite was found in urine.
Tests and Research
Post-recovery examination at Air Transport in Phoenix included an engine test run. After securing a header tank and attaching a fuel line, the engine started with minimal hesitation, ran smoothly for about two minutes, but leaked fuel near the fuel pump inlet line attachment. When the header tank was relocated near the fuel tank, the engine restarted and ran smoothly without leaks. The fuel line at the pump fitting was found loose and movable by hand. No other anomalies were noted.
The wing assembly displayed impact damage throughout its internal structure. The trim actuator was extended to nearly its full length; per aircraft documents, this positions the wing fully forward to increase maneuverability and speed while decreasing pitch stability. The trim actuator motor operated normally when tested with an aircraft battery.
Additional Information
According to the FAA inspector, the accident airplane was the only one of its make and model to have the 12.5-meter aftermarket wing and electric trim modification. The wing manufacturer does not recommend this wing due to controllability issues. With the wing in the forward trim position, stall speed increases by 15 knots to about 60 knots. In turbulent air, the wing experiences controllability issues and should be flown at slower speeds. The FAA noted that changing the wing required re-authorization, but no documents for recertification were found.