History of Flight
On April 13, 2017, at approximately 0940 Pacific daylight time, an experimental Titan Tornado I airplane, registration N5131H, collided with terrain shortly after takeoff from Spanaway Airport in Spanaway, Washington. The commercial pilot, who was the sole occupant and operator, sustained serious injuries. The airplane was substantially damaged. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal flight to commute to the pilot's workplace in Auburn, Washington. Visual meteorological conditions prevailed, and no flight plan was filed.
Witnesses reported observing the airplane climb out and turn. The ballistic recovery parachute (BRS) was activated while the aircraft was at a low altitude. The accident site was located approximately 450 feet from the runway.
The pilot stated that a normal preflight check was completed and the flight departed from runway 16. As the airplane climbed to about 200 feet above ground level, he could not maintain level flight and had to apply full right aileron and right rudder. The airplane rolled left, and he simultaneously reduced engine power and applied forward elevator in an attempt to arrest the roll. Despite these efforts, the airplane continued to roll left with the nose about 180 degrees from the runway heading. Unable to regain directional control, the pilot decided to deploy the BRS. With an airspeed of about 80 miles per hour and a level nose pitch, he pulled the activation handle. After deployment, the left roll reduced to less than 5 degrees of bank, but he realized he could not return to the runway. He concentrated on avoiding trees and executed a forced landing in a field adjacent to the runway. He attempted to configure the airplane for a landing flare by applying aft elevator, but the airplane did not respond and touched down hard on the main landing gear, followed by the nose gear collapsing. The impact injured the pilot's legs, and he was unable to egress under his own power. The engine continued to run, and the BRS drifted into the propeller. Damage to the instrument panel prevented the pilot from shutting down the engine, which continued to operate until the BRS suspension lines stopped the propeller.
Wreckage and Impact Information
The accident site was located on flat terrain about 435 feet east of the south end of Spanaway Airport. All major sections of the airplane were within the immediate vicinity of the wreckage. The BRS, model T2 300 (serial number T2B03690), was deployed with the parachute fabric draped on the terrain adjacent to the left wing. The fuel cap remained affixed to the intact fuel cell; the outside reference gauge indicated about 7.5 to 9 gallons of fuel on board.
The airplane was configured as a pusher type, with the engine mounted above and aft of the cockpit. The propeller remained attached to the engine with all three blades intact. Approximately 3 to 4 feet of the BRS suspension lines were tightly wrapped around the propeller, prohibiting crankshaft rotation. The activation handle inside the cockpit appeared to be in the deployed position. A placard in the cockpit read: "Aircraft engine must be shut off prior to deploying parachute. Failure to do so may result in death or serious injury." The canopy, suspension lines, and slider remained intact with no damage noted.
Examination
During the post-accident examination, control continuity for the rudder and elevator systems was established. Examination of the aileron system revealed control continuity from the aileron control surfaces to the control tube in the cockpit. The upper attach point of the control tube (near the wings) remained intact, but the lower end (in the cockpit) was found disconnected from the control mixer weldment. A stop nut that normally is affixed to the bolt connecting the aileron control tube to the control yoke tube was found on the cabin floor about 5 inches from the ball joint. The bolt end had a hole for a cotter pin, but no cotter pin was located. There were no markings on the nylon insert of the stop nut consistent with it not being adequately tightened during the last maintenance. The pilot reported that at the last condition inspection on December 15, 2016, the airframe and powerplant mechanic had adjusted the aileron control mixer. The airplane accumulated about 24 flight hours since that inspection.