N434MAMagnus Aircraft FUSION 212 · 2016

On April 3, 2021, about 1735 central daylight time, a Magnus Aircraft Fusion 212, N434MA, was substantially damaged when it was involved in an accident near Conifer, Colorado. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

According to onboard flight data, the airplane departed about 1658 from Colorado Air and Space Port Airport (FCO), Denver, Colorado. The airplane flew southwest from FCO and maneuvered near the mountain community of Deckers, Colorado, about 800 ft above ground level (agl), then continued southwest toward rising terrain. An emergency locator transmitter (ELT) beacon was recorded about 1735.

A witness near Wigwam Trail in the Pike National Forest observed the airplane on a northwest heading and then it turned left to enter a canyon at less than 500 ft agl. After the airplane entered the canyon, the airplane turned right, and the witness lost sight of the airplane.

Onboard flight data showed the airplane fly toward the canyon, about 9,200 ft mean sea level (msl) and 75-81 knots groundspeed. The airplane began a climbing right turn as it approached higher terrain.

At 17:35:40, the airplane climbed to 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 recorded flight data showed the airplane near the accident site at 9,398 ft msl, 69 knots indicated airspeed and 58 knots groundspeed, with a ground track of 110° (see Figure 1.)

Figure 1. Accident Flight Path Altitude and Groundspeed.

According to Federal Aviation Administration records, the pilot started flying in 2018 and was the pilot in command for 2 previous accidents and 4 pilot deviations. The first accident involved fuel exhaustion due to the pilot not securing a fuel cap and the second accident involved the pilot’s loss of directional control during landing. The four pilot deviations involved Class B and Class D airspace violations.

The pilot completed Magnus Fusion 212 ground and flight training on March 16, 2021. The flight instructor stated that the pilot received training on the basics of mountain flying, including a discussion of the hazards associated with high density altitude flying and rugged terrain. The flight instructor who provided the training was not aware of the pilot’s previous accidents and airspace violations.

According to the manufacturer, the flaps 0° stall speeds with a bank angle of 0°, 30°, and 45° were about 43, 46, and 52 knots, respectively, at the airplane’s estimated accident weight. The installed Dynon avionics system provides an aural stall warning that beeps faster as the airplane approaches a stall.

A High Resolution Rapid Refresh (HRRR) numerical model sounding was obtained from the NOAA Air Resource Laboratory archive over the accident site coordinates for 1700. The HRRR wind profile indicated a near surface wind from 070° at 6 knots with little variation in wind through 13,000 ft msl. The wind profile did not depict any strong vertical or horizontal wind shear, which was consistent with no more than light inflight turbulence.

According to downloaded flight data, the density altitude was 11,365 ft when the airplane climbed to the highest altitude of 9,457 ft msl.

According to the manufacturer, the flaps 0° stall speeds with a bank angle of 0°, 30°, and 45° were about 43, 46, and 52 knots, respectively, at the airplane’s estimated accident weight. The installed Dynon avionics system provides an aural stall warning that beeps faster as the airplane approaches a stall.

The airplane impacted into mountainous, forested terrain in a nose-down attitude and low forward groundspeed (reference Figure 2) which damaged both wings, empennage, and fuselage. The accident site elevation was about 9,101 ft msl.

Figure 2 – Airplane at Accident Site

The airplane was equipped with an airframe parachute recovery system that was not deployed. During post-accident detonation of the ballistic charge by an explosives specialist, no anomalies were noted.

All flight control surfaces were accounted for at the accident site. The wing flaps were retracted, and no flight control continuity anomalies were observed.

Manual rotation of the propeller and accessories was prevented due to the engine’s position and rugged terrain at the accident site. Both left and right carburetor float bowls were removed and contained a small amount of fuel, with no contamination noted.

No evidence of pre-impact mechanical malfunctions was observed during examinations of the engine and airframe.

A Dynon primary flight display (PFD) was downloaded. Reviewed data from the accident flight showed nominal values throughout the flight for engine rpm, exhaust gas temperature, cylinder head temperature, manifold pressure, oil temperature, and oil pressure. During the last 5 seconds of recorded data, the airplane pitched down from about +19° to -10°.

Toxicology testing detected amphetamine in the pilot’s iliac blood at 313 ng/mL and liver tissue. The metabolite of clonazepam, 7-amino-clonazepam, was detected in iliac blood at 11 ng/mL and liver tissue. Bupropion, its metabolite hydroxybupropion, and citalopram, its metabolite n-desmethylcitalopram, were detected in the pilot’s liver and muscle tissue. Gabapentin was also detected in the pilot’s liver and muscle tissue.