El Mirage, CA, USA
N56078
COSMOS PHASE II
A witness reported that the non-certificated pilot's normal procedure was to start the engine while seated in the weight-shift-control trike. Once started, he would then exit while the engine warmed up, and put on his helmet and glasses. On the day of the accident, the pilot was seated and unrestrained in the aircraft, with the gust lock installed, and appeared to be having difficulty starting the engine. He then moved the throttle to the full forward position and attempted a restart. This time the engine started, and immediately accelerated to high power. The aircraft then accelerated forward, rotated, and began a steep climb followed by a stall and uncontrolled descent to the ground. Throughout the maneuver the pilot appeared to be struggling to stay within the aircraft. The engine manufacturer's instructions specified that the throttle control should be set to the idle position during engine startup. Additionally, the manual stated that the operator should be able to operate the engine controls instinctively at startup, and be in a position to turn off the ignition switch instantly if necessary. No anomalies were noted with the throttle control, which was observed in the full open position. The pilot did not use wheel chocks to secure the trike prior to engine start.
On September 20, 2010, about 0740 Pacific daylight time, a Cosmos Phase II, experimental light-sport weight-shift-control trike, N56078, collided with terrain shortly after takeoff from a private dirt strip in El Mirage, California. The pilot was operating the aircraft under the provisions of Title 14 Code of Federal Regulations Part 91. The non-certificated pilot sustained fatal injuries, and the trike sustained substantial damage to the wing and fuselage structure. Visual meteorological conditions prevailed, and no flight plan had been filed for the local flight. A witness and friend of the pilot stated that the pilot usually starts the engine while seated in the aircraft. Once started, his standard procedure was to then exit the aircraft while the engine warms up, and put on his helmet and glasses. On this occasion, he was seated in the airplane, and was having difficulty starting the engine. The witness then observed him move the throttle to the full forward position. As the pilot attempted to start the engine again, it started, and immediately accelerated to high power. The pilot remained seated and appeared to be "panicking" while holding onto the base bar of the control frame. The witness noted that the base bar remained in a fixed position, and that the pilot was struggling to stay within the aircraft. The aircraft began to accelerate forward, rotated, and started a steep climbing left turn to about 50 feet agl, followed by a 180-degree turn and descent to the left. It collided with the ground about 250 feet beyond the takeoff point. The trike was equipped with a Garmin 72 global positioning satellite receiver. Flight data extracted from the unit corroborated the witness's description of the aircraft's trajectory. A Federal Aviation Administration (FAA) inspector responded to the accident site. He examined the wreckage and observed that the throttle was in the full forward position, with its associated control cable continuous to the carburetor throttle body, which was in the open position. The inspector reported that the restraining buckles of the pilot's seat belt did not appear to be latched together, and that the pilot was located outside of the immediate vicinity of the wreckage. Further examination revealed that the base bar gust-lock, which was made out of a bungee cord, was located underneath the wing structure, and appeared to be severed at the interlock ball. No wheel chocks were found at the aircraft's departure point. Flight experience for the 70-year-old pilot was not determined; however, friends reported that he had been flying for at least 2 years, and that he would typically fly 3 times per month. The registered owner of the airplane reported that he had sold it to the pilot about 2 months prior to the accident. FAA records indicated that the airplane was manufactured in 2001. In December 2009 it was issued a special airworthiness certificate, as an experimental operating light-sport weight-shift-control aircraft, with a basis for issuance that it was an existing aircraft without an airworthiness certificate, and did not meet the criteria for Federal Aviation Regulations Part 103.1. At the time of the application, the owner reported a total airframe flight time of 323 hours. Maintenance records were not recovered. The airplane was equipped with a Rotax two-stroke 618 series electric-start engine, and a 6-blade composite propeller. The throttle control was mounted at the seat base on the left-hand side of the airframe. The ignition switch was mounted on the right-hand side of the seat base. The Rotax operator's manual, specific to this engine type, states that during startup the throttle control should be set to the idle position. Additionally, the manual states that the operator should be able to operate the engine controls instinctively at startup, and be in a position to turn off the ignition switch instantly if necessary. Examination of a similarly equipped Cosmos trike revealed that with the bungee lock in place, the wing remained locked at the 20- to 30-degree nose up position relative to the engine thrust line. An autopsy was performed by San Bernardino County Sheriff's Department Medical Division. The cause of death was reported as multiple blunt force injuries. Toxicological tests on specimens from the pilot were performed by the FAA Civil Aeromedical Institute. Analysis revealed no findings for carbon monoxide, or cyanide. The results were negative for all screened drug substances and ingested alcohol. With additional results of 600 (mg/dl ) Glucose detected in urine and 7.7 (%) Hemoglobin A1C detected in blood (Femoral). Refer to the toxicology report included in the public docket for specific test parameters and results.
The pilot's improper preflight and starting procedures, which resulted in an inadvertent takeoff with the gust lock still installed.
Source: NTSB Aviation Accident Database
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