History of Flight
On June 5, 2015, at about 0628 mountain daylight time, a Cub Crafters CC18-180 airplane, registration N162WR, was substantially damaged when it struck terrain near Raton, New Mexico. The commercial pilot and the gunner were fatally injured. The aircraft was registered to and operated by the United States Department of Agriculture (USDA) as a public aircraft. Day visual meteorological conditions prevailed for the local flight, which departed Raton Municipal Airport (RTN) at about 0615.
The mission aimed to locate and terminate coyotes in a predetermined geographic area with a history of livestock damage. A typical profile involved a ground-based spotter locating coyotes, after which the pilot would fly a low-altitude pass so the rear-seated gunner could shoot the coyote with a shotgun. The spotter reported that the pilot established radio contact after passing over a mesa bordering the western edge of the target area. The pilot stated he saw a coyote behind the spotter and intended to perform a low-altitude pass. The spotter heard 2 to 3 shotgun blasts as the airplane passed on a northeast heading. Soon after, he heard the impact and looked up to see the airplane had crashed about 3/4 mile from his position.
Personnel Information
According to Federal Aviation Administration (FAA) records, the 54-year-old pilot held a commercial pilot certificate with single-engine land and instrument airplane ratings. His last aviation medical examination was on June 11, 2014, resulting in a second-class medical certificate with a corrective lenses limitation. His last flight proficiency review was completed on November 20, 2014.
The pilot's logbook and field diary showed a total flight time of 13,484.2 hours, including 13,033.6 hours as pilot-in-command. Nearly all his experience was in Piper PA-18 or Cub Crafters CC18-180 airplanes. In the year before the accident, he flew 397.9 hours; in the 6 months before, 319.5 hours; in the 90 days before, 142.4 hours; in the month before, 62.4 hours; and in the 24 hours before, 5.3 hours (including the accident flight).
Aircraft Information
The airplane was a two-seat, single-engine Cub Crafters CC18-180, serial number CC18-0035. It was a high-wing monoplane with a steel tube fuselage and fabric covering. It was powered by a 180-horsepower Lycoming O-360-C4P engine and a fixed-pitch, two-blade McCauley propeller. The tandem-seat airplane had fixed conventional landing gear and wing flaps. Maximum allowable takeoff weight was 2,300 pounds. The FAA issued a standard airworthiness certificate on December 29, 2008.
The recording tachometer showed 3,125.7 hours at the accident site. The engine was installed on February 1, 2013, and had accumulated 1,132.9 hours. The propeller was installed on February 4, 2013, and had accumulated 1,128.8 hours. The last 100-hour/annual inspection was completed on May 19, 2015, at 3,092.5 total airframe hours; 33.2 hours had elapsed since. No unresolved airworthiness issues were found in maintenance records. Fuel capacity was 50 gallons (44 usable) in two wing tanks; the airplane likely departed with a full fuel load after being refueled the previous day with 33 gallons of 100 low-lead aviation fuel.
Meteorological Information
At 0653, the Raton Municipal Airport automated surface observing system reported: wind 050° at 7 knots, clear sky, 10 miles visibility, temperature 12°C, dew point 7°C, and altimeter 30.19 inches of mercury. The ground spotter reported calm to 1 mph surface winds and high altitude clouds east of the accident site.
Wreckage and Impact Information
The wreckage was in an open pasture at elevation 6,982 ft mean sea level, oriented on a 010° magnetic heading. The airplane was in a near-vertical attitude with the engine pushed into the cabin. No appreciable wreckage propagation occurred. All structural components and flight controls were present. Flight control cable continuity was established from forward cockpit controls to surfaces; the rear-seat control stick had been removed for this flight. The elevator trim jack screw was neutral, wing flaps appeared fully retracted, and the cockpit flap handle was displaced aft. Both wing tanks were damaged with no residual fuel, but first responders noted a substantial fuel odor. The fuel selector was in the BOTH position, and the fuel filter contained fluid consistent with 100 low-lead aviation fuel, with no water or particulate contamination. The magneto switch was in the BOTH position before being turned off. The stall warning horn functioned when tested. The airspeed indicator showed a pointer outline at 69 mph. The propeller had separated from the crankshaft flange and was buried about 4 inches in the ground, exhibiting S-shape bending, chordwise scratches, and leading-edge gouge.
The engine remained partially attached; mechanical continuity was confirmed. Compression and suction were noted on all cylinders; spark plugs showed normal operation; both magnetos produced spark. No obstructions were found in the air intake. The carburetor fuel bowl contained fluid consistent with fuel, with no contamination. The postaccident examination revealed no anomalies that would have precluded normal operation.
Additional Information
According to NTSB Safety Alert No. SA-019, aerodynamic stalls at low altitude often occur when a pilot becomes distracted from flying, such as while maneuvering or fixating on ground objects. An aerodynamic stall can occur at any airspeed, attitude, or power setting, and an increase in bank angle increases stall speed exponentially.
Medical and Pathological Information
An autopsy by the New Mexico Office of the Medical Investigator attributed the pilot's death to multiple blunt-force injuries. Toxicology tests detected various substances: acetaminophen and salicylate in urine; doxylamine, cetirizine, and chlorpheniramine in kidney tissue; chlorpheniramine and dextrorphan in liver. No ethanol was found. The report noted that cetirizine, chlorpheniramine, and doxylamine carry warnings about potential impairment for hazardous tasks.
Tests and Research
A Garmin GPSMAP 496 device was recovered; data showed the flight departed RTN at 0615:43 and proceeded eastbound. At 0627:22, the airplane passed over the mesa at about 140 ft agl and descended into the valley. At 0627:54, it turned northeast and continued descending, at about 160 ft agl and 120 mph ground speed. At 0628:32, it was at about 41 ft agl and 77 mph. The airplane then entered a climbing left turn, decreasing ground speed to about 55 mph. At 0628:41, the final GPS data point recorded about 95° into the turn, at about 100 ft agl and 62 mph ground speed, located about 221 ft northeast of the accident site.
According to the Cub Crafters CC18-180 flight manual, the wings-level aerodynamic stall speed was 52 mph with flaps retracted. Stall speed increased to 56 mph in a coordinated 30° bank and 74 mph in a coordinated 60° bank.