ERA09FA141
NTSB Identification: ERA09FA141
14 CFR Part 91: General Aviation
Accident occurred Sunday, January 25, 2009 in Sebring, FL
Aircraft: Remos Aircraft GmbH Remos GX, registration: N9GX
Injuries: 1 Fatal, 1 Serious.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

On January 25, 2009, at 0745 eastern standard time, a Remos Aircraft, Remos GX, Special Light Sport Aircraft, N9GX, was substantially damaged during impact with terrain, after experiencing a loss of control during the initial climb at Sebring Regional Airport (SEF), Sebring, Florida. The certificated commercial pilot was seriously injured and the passenger was killed. Visual meteorological conditions prevailed and no flight plan was filed for the local aerial photography flight conducted under 14 Code of Federal Regulations Part 91.

According to a witness who took off in another company airplane, in-trail of the accident airplane on runway 18, the purpose of the flight was to obtain aerial photos of the manufacturer's airplanes for an article in an aviation magazine.

After takeoff, he observed the accident airplane roll to the right when it was 25 to 50 feet above ground level (agl). He also observed that the rudder appeared to be fully deflected to the left, the accident airplane was in a slip to the right, and both the left and right ailerons appeared to be drooping trailing edge down.

As the witness continued to observe the accident airplane, it reached an altitude of approximately 100 feet agl, then began to descend while continuing to turn right, eventually completing an approximate 270-degree turn and reaching a bank angle of about 80 degrees right wing down. The right wing made ground contact with the airport parking apron right wing tip first, followed by the nose of the airplane. The airplane then skidded around to the right, slid across the apron and came to rest in a depression next to taxiway "A," which paralleled runway 18.

Examination of the accident site revealed that after impacting the apron, the accident airplane slide 262 feet in an easterly direction, before coming to rest on a 194-degree magnetic heading.

Near the beginning of the wreckage path was evidence of three distinct propeller strikes. The wreckage path contained multiple fragmented portions of the airplane structure, including the right wing, which had separated into two parts; the right wing flap assembly which was separated from its mounts, and the right aileron assembly which had also separated from its mounts and had a portion of the roll control system still attached to it.

The lower and upper engine cowling were also discovered in the wreckage path, along with the propeller spinner.

Both propeller blades were found outside of, and perpendicular to the main wreckage path. One blade was discovered 14 feet to the south of the wreckage path, and the other blade was discovered 138 feet north of the wreckage path. Both of the composite propeller blades were separated at the root, and displayed chordwise scratching on their leading edge erosion strips (one of which had separated from its respective propeller blade), portions of their blade surfaces, and on the blade tips which had been broken off of each propeller blade.

Examination of the main wreckage revealed that the aft fuselage was inverted, and angled to the right of the longitudinal axis of the airplane by approximately 40 degrees. It was almost fully separated from the aft portion of the cockpit area and exhibited a vertical crack on the aft side of the vertical stabilizer. The left wing was still attached, and the engine was still in its mounts.

The left flap panel, left aileron, and the elevator had remained attached to their pivot points. The rudder was separated from its upper pivot point but had remained attached to the vertical stabilizer by its lower pivot point.

Examination of the horizontal stabilizer, left wing, and the fragmented right wing revealed that the horizontal stabilizer could be removed and the wings folded for storage or trailering. Closer examination revealed that the stabilizer-securing bolts and the wing-securing bolts were present, along with their securing pins.

Examination of the flight control system revealed that the airplane utilized cables and pulleys to connect the rudder to the rudder pedals, and push-pull rods and bell cranks to link the ailerons and elevator to the control sticks. The ailerons and elevator could be disconnected through the use of quick release rod-connectors.

Control continuity was established to the elevator, and from the right aileron bell crank assembly, to a break in the threaded portion of the rod end for the aileron push-pull rod, which displayed evidence of tensile overload, and from that break, to the right aileron's quick release rod-connector, which was found to be connected to the quick release connector fork. Examination of both the elevator's and right aileron's quick release rod-connectors revealed that they had the lock sleeve in the locked position and the release button was fully extended.

Control continuity could not be established to the left aileron. Examination revealed that there were no mechanical failures of the bell crank or push pull rod, but it was discovered that unlike the elevator's and right aileron's quick release rod-connectors, the left aileron's quick release rod-connector was not connected to the quick connector release fork.

According to Federal Aviation Administration (FAA) records, the pilot held a commercial pilot certificate, with ratings for airplane single-engine land and instrument airplane. His most recent FAA first-class medical certificate was issued on July 23, 2008.

According to FAA and maintenance records, the airplane was manufactured in 2008. The airplane's most recent conditional inspection was completed on January 8, 2009. At the time of the inspection, the airplane had accrued 15 total hours of operation.

Index for Jan2009 | Index of months