History of Flight
On April 3, 2021, about 1735 central daylight time, a Magnus Aircraft Fusion 212, registration N434MA, was substantially damaged when it impacted terrain near Conifer, Colorado. The pilot sustained fatal injuries. The flight was conducted as a 14 CFR Part 91 personal flight. The airplane departed from Colorado Air and Space Port Airport (FCO) at about 1658, heading southwest. It maneuvered near Deckers at about 800 ft agl, then continued southwest toward higher terrain. An emergency locator transmitter (ELT) beacon was recorded at about 1735. A witness near Wigwam Trail in Pike National Forest observed the airplane on a northwest heading at less than 500 ft agl before it turned left into a canyon, then right, after which the witness lost sight. Flight data showed the airplane flying toward the canyon at about 9,200 ft msl and 75-81 knots groundspeed, then initiating a climbing right turn. At 17:35:40, it reached a maximum altitude of 9,457 ft msl and decelerated to 49 knots indicated airspeed and 62 knots groundspeed, with a ground track of 054°. The last data recorded near the accident site showed 9,398 ft msl, 69 knots indicated airspeed, 58 knots groundspeed, and a ground track of 110°.
Personnel Information
According to FAA records, the pilot began flying in 2018. He had been pilot-in-command for two previous accidents and four pilot deviations. The first accident involved fuel exhaustion due to an unsecured fuel cap; the second was a loss of directional control during landing. The four deviations included Class B and Class D airspace violations. The pilot completed Magnus Fusion 212 ground and flight training on March 16, 2021. The flight instructor, who provided training on mountain flying including density altitude hazards, was unaware of the pilot's prior incidents.
Aircraft Information
The Magnus Aircraft Fusion 212 was equipped with flaps. At the estimated accident weight, the flaps 0° stall speeds at bank angles of 0°, 30°, and 45° were about 43, 46, and 52 knots, respectively. The Dynon avionics system included an aural stall warning that beeps faster as the aircraft approaches a stall.
Meteorological Information
An HRRR numerical model sounding for the accident site at 1700 indicated near-surface wind from 070° at 6 knots, with little variation through 13,000 ft msl. No strong wind shear was depicted, consistent with light inflight turbulence. Flight data showed density altitude was 11,365 ft when the airplane reached its highest altitude of 9,457 ft msl.
Wreckage and Impact Information
The airplane impacted mountainous, forested terrain in a nose-down attitude with low forward groundspeed, damaging both wings, empennage, and fuselage. The accident site elevation was about 9,101 ft msl. The airframe parachute recovery system was not deployed. Post-accident detonation of the ballistic charge by an explosives specialist revealed no anomalies. All flight control surfaces were accounted for; wing flaps were retracted, and no flight control continuity issues were noted. Engine examination was limited due to position and terrain, but the carburetor float bowls contained a small amount of uncontaminated fuel. No pre-impact mechanical malfunctions were found in the engine or airframe. Data from the Dynon PFD showed nominal engine parameters throughout the flight, except in the last 5 seconds when the airplane pitched down from about +19° to -10°.
Medical and Pathological Information
Toxicology testing detected amphetamine in the pilot's iliac blood at 313 ng/mL and liver tissue. The metabolite 7-amino-clonazepam (from clonazepam) was found in iliac blood at 11 ng/mL and liver tissue. Bupropion, its metabolite hydroxybupropion, citalopram, its metabolite n-desmethylcitalopram, and gabapentin were detected in liver and muscle tissue.