# NTSB CEN17LA216: William D Telfair/Zia Z Telfai Excalibur, N78DZ, Albuquerque, NM, June 4, 2017

- Type: NTSB accident investigation
- Classification: Accident · No injuries · Limited investigation · Final report
- Date: June 4, 2017, 08:24 local (14:24 UTC)
- Place: Albuquerque, NM
- Coordinates: 35.113887, -106.89083 (estimated)
- Nearby events: https://openairdocs.org/map.md?lat=35.1139&lon=-106.8908&mi=10
- Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping)
- Defining event: [Maneuvering: Flight control sys malf/fail](https://openairdocs.org/ntsb-events/333)
- Highest injury: No injuries
- Injuries: 1 uninjured
- Status: Completed, report April 13, 2020
- Report: Approved by Office Director
- NTSB office: Central Region
- Parties: FAA FSDO
- NTSB case key (mKey): 95324
- NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN17LA216
- NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/95324/pdf
- NTSB docket: https://data.ntsb.gov/Docket?ProjectID=95324
- Page: https://openairdocs.org/ntsb/CEN17LA216

## Probable cause

The loss of pitch control due to the overload failure of the control rod.

## Findings

NTSB's coded findings; those marked are part of the probable cause.

- [Performance/control parameters: pitch control](https://openairdocs.org/ntsb-findings/01062022): Aircraft › Aircraft oper/perf/capability · Attain/maintain not possible (probable cause); cases with it: [William D Telfair/Zia Z Telfai EXCALIBUR, 1 case](https://openairdocs.org/ntsb-findings/01062022/cases.md?model=05633TL), [All aircraft, 526 cases](https://openairdocs.org/ntsb-findings/01062022/cases.md)
- [Flight control system: elevator control system](https://openairdocs.org/ntsb-findings/01022730): Aircraft › Aircraft systems · Failure (probable cause); cases with it: [William D Telfair/Zia Z Telfai EXCALIBUR, 1 case](https://openairdocs.org/ntsb-findings/01022730/cases.md?model=05633TL), [All aircraft, 74 cases](https://openairdocs.org/ntsb-findings/01022730/cases.md)

## Sequence of events

The events NTSB coded, in order, by phase of flight. The defining event best describes what happened.

- [Maneuvering: Flight control sys malf/fail](https://openairdocs.org/ntsb-events/333) (defining event); cases with it: [William D Telfair/Zia Z Telfai EXCALIBUR, 1 case](https://openairdocs.org/ntsb-events/333/sequence.md?model=05633TL), [All aircraft, 410 cases](https://openairdocs.org/ntsb-events/333/sequence.md)
- [Emergency descent: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [William D Telfair/Zia Z Telfai EXCALIBUR, 1 case](https://openairdocs.org/ntsb-events/440/sequence.md?model=05633TL), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md)
- [Emergency descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [William D Telfair/Zia Z Telfai EXCALIBUR, 1 case](https://openairdocs.org/ntsb-events/470/sequence.md?model=05633TL), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md)

## Analysis

The commercial pilot was conducting a personal flight in the experimental amateur-built airplane. After about 1 hour of flight, the airplane was straight and level, at an airspeed of about 75 mph, when the pitch control became erratic. The pilot stated that the control stick started "slamming" fore and aft to the limits, the airplane nose began pitching up and down, and the airplane began buffeting "like it was going to come apart." The pilot declared an emergency and reduced airspeed to 50 to 60 mph, which slightly lessened the fore-and-aft stick movement and pitch but did not control it. The pilot turned to clear steep terrain and chose a field for an emergency landing. He was able to make final directional corrections and flew the airplane to landing about 40 to 45 mph and 200 to 300 ft per minute rate of descent. The left wing and horizontal stabilizer struck the ground. Examination of the airplane revealed a broken right elevator control rod; the left elevator control rod was not broken and moved normally. The broken control rod was a factory-supplied, 1/2-inch aluminum tube with bearings at each end. The attach points of the control rods appeared to be intact, the bearings were still connected and safety wired, and all other control rod linkages were connected. Further examination revealed no indication of any preexisting failure on the fracture surface of the right elevator control rod. The deformation of the rod was indicative of a bending failure. The pilot reported after the accident that he may have encountered flutter, but it could not be determined when or if that occurred.

## Factual narrative

On June 4, 2017, about 0824 mountain daylight time, an Excaliber experimental light sport airplane, N78DZ, was substantially damaged when it impacted terrain near Albuquerque, New Mexico, during an emergency landing due to flight control anomalies. The commercial pilot was not injured. Visual meteorological conditions prevailed throughout the area and a flight plan was not filed. The airplane was registered to the pilot and the personal flight was being conducted under the provisions of Title 14 Code of Federal Regulations Part 91. The local flight originated at 0715 from the Double Eagle Airport (AEG), Albuquerque, New Mexico, and was enroute back to AEG when the accident occurred. According to the pilot, he had been flying a little over an hour without any problems since takeoff from AEG. He was flying straight and level, about 75 mph (below never-exceed speed), when the pitch control became erratic. The control stick started "slamming" fore and aft to the limits, the airplane nose began pitching up and down, and the airplane began buffeting "like it was going to come apart." The pilot declared an emergency and reduced airspeed to 50 to 60 mph, which slightly lessened the fore and aft stick movement and pitch, but did not control it. The pilot turned to clear steep terrain and choose a relatively flat field for an emergency landing. He was able to make final directional corrections and flew the airplane to landing about 40 to 45 mph and 200 to 300 ft per minute rate of descent. The airplane remained upright, but the nose gear and the left main gear sheared off, the airplane turned 180°, and the left wing and horizontal stabilizer struck the ground. Examination of the aircraft by a Federal Aviation Administration inspector and the pilot after the accident revealed a broken, right elevator control rod. The left elevator control rod was not broken. The control rod that separated was a factory-supplied, 1/2-inch aluminum tube with bearings at each end. The attach points of the control rods appeared to be intact. The bearings were still connected and safety wired and all other control rod linkages and attach points were connected. There was normal movement of the left elevator control system (rod still intact). The damaged control rod (right elevator) and the intact control rod (left elevator) were compared and examined by a National Transportation Safety Board structures engineer. According to the engineer, there was no indication of any pre-existing failure on the fracture surface of the right elevator control rod. The deformation of the rod was indicative of a bending failure of the rod. The pilot reported after the accident that he may have encountered flutter.

## Aircraft

- Registration: [N78DZ](https://openairdocs.org/deregistered/N78DZ-2018-10-27), registration cancelled 2018-10-27, S/N 2614, built 2015 (OpenAirDocs)
- Reported make and model: WILLIAM D TELFAIR/ZIA Z TELFAI EXCALIBUR (NO SERIES)
- Registry model: [William D Telfair/Zia Z Telfai EXCALIBUR](https://openairdocs.org/model/william-d-telfair-zia-z-telfai-excalibur) (registry code 05633TL) (OpenAirDocs)
- Registry engine: [Rotax 582UL-99](https://openairdocs.org/engine/rotax-582ul-99) (registry code 55559, 2 cycle) (OpenAirDocs)
- Category: Airplane, amateur-built
- Serial number: 2614
- Year built: 2015
- Airframe hours: 64
- Engines: Rotax 582UL-99 65 horsepower reciprocating
- Damage: Substantial damage
- Flight: Personal, Part 91
- Airworthiness certificate: Special, Experimental (Special)
- Last inspection: Condition, April 17, 2017, 64 hours before
- Departed: AEG, Albuquerque, NM
- Destination: AEG, Albuquerque, NM
- Airport: AEG, Double Eagle
- Equipment: None

## Flight crew

As NTSB recorded them. NTSB leaves out names.

- Pilot; age 79; injuries: none; commercial, private; airplane ratings: single-engine land; medical: class 3, with waivers/limitations; last flight review February 3, 2017; seat: front; restraint: 4-point; flight hours: 4,978 total, 64 in this make and model, 4,800 as pilot in command, 5 in the last 90 days, 5 in the last 30 days, 1 in the last 24 hours

## Weather

- Conditions: Visual (VMC), Day
- Visibility: 10 statute miles
- Lowest ceiling: none
- Temperature: 64 °F, dew point 48 °F
- Altimeter: 30.20 inHg
- Observed at: ABQ, 15 nm away

## FAA reports on this event (1)

The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs).

- [Accident 20170604008019A](https://openairdocs.org/incident/20170604008019A), Jun 4, 2017: William D Telfair/Zia Z Telfai EXCALIBUR, Albuquerque, NM, Substantial damage. On June 4, 2017, at 0824 MST, an excaliber, N78DZ, registered to [privacy data omitted], was in cruise flight when, according to the pilot, the aircraft began…

## Docket (7 files)

The files NTSB released with the investigation on January 3, 2020, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=95324. 2.4 MB in all.

- Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 310 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40479565&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF
- Pilot Statement CEN17LA216 (item 2, .PDF, 30 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40479566&FileExtension=.PDF&FileName=Pilot%20Statement%20CEN17LA216-Master.PDF
- Email from NTSB Structures Engineer on Elevator Rod CEN17LA216 (item 3, .PDF, 109 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40479567&FileExtension=.PDF&FileName=Email%20from%20NTSB%20Structures%20Engineer%20on%20Elevator%20Rod%20CEN17LA216-Master.PDF
- FAA Inspector Statement CEN17LA216 (item 4, .PDF, 44 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40479568&FileExtension=.PDF&FileName=FAA%20Inspector%20Statement%20CEN17LA216-Master.PDF
- Logbook Entry of Most Recent Condition Inspection (item 5, .PDF, 1.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40479569&FileExtension=.PDF&FileName=Logbook%20Entry%20of%20Most%20Recent%20Condition%20Inspection-Master.PDF
- Photo Array CEN17LA216 (item 6, .PDF, 488 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40479570&FileExtension=.PDF&FileName=Photo%20Array%20CEN17LA216-Master.PDF
- Comments by Pilot on Accident Circumstances in Retrospect pdf (item 7, .PDF, 37 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40479571&FileExtension=.PDF&FileName=Comments%20by%20Pilot%20on%20Accident%20Circumstances%20in%20Retrospect%20pdf-Master.PDF

From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model.

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