# NTSB LAX04LA313: Redgate Europa Classic, N912EE, Marble Canyon, AZ, September 2, 2004 - Type: NTSB accident investigation - Classification: Accident · Fatal · Limited investigation · Final report - Date: September 2, 2004, 12:00 local (19:00 UTC) - Place: Marble Canyon, AZ - Coordinates: 36.809165, -111.659721 - Nearby events: https://openairdocs.org/map.md?lat=36.8092&lon=-111.6597&mi=10 - Phase of flight: [Unknown](https://openairdocs.org/ntsb-phases/990) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 2 fatal - Status: Completed, report December 20, 2005 - Report: Approved by Office Director - Parties: Federal Aviation Administration - NTSB case key (mKey): 60093 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=LAX04LA313 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/60093/pdf - Page: https://openairdocs.org/ntsb/LAX04LA313 ## Probable cause an in-flight collision with terrain for undetermined reasons. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight collision with terrain/water, unknown - terrain condition - open field - reason for occurrence undetermined (cause) ## Analysis The aircraft collided with desert terrain under unknown circumstances and the wreckage was spotted by a passing aircraft 2 days after the probable accident date. On the day of the accident, good visual meteorological conditions existed. Examination of ground scars and damage patterns in the wreckage suggests that the airplane collided with the level desert terrain in a nose low and approximately a wings level attitude. Although the wreckage location is consistent with the airplane being on a right base leg for runway 3 or an attempted 180-degree return to runway 21 maneuver; the investigation was unable to determine if the event occurred during initial climb or during landing approach to an airport located about 1 mile away. Earlier during the day, the pilot had landed at the airport. An entry was noted on the airport's sign-in sheet indicating that the pilot had been there for lunch. No witnesses recalled observing the pilot depart from the uncontrolled airport, and his takeoff time was estimated as being after noon. An examination of the airplane wreckage revealed two of the three propeller blades were fractured; the third blade appeared intact. Blade fragments were found in the ground at the initial point of impact (IPI). The distance from the IPI to the farthest piece of wreckage was about 65 feet, and the track was nearly perpendicular to the runway. No evidence of preimpact mechanical malfunction was observed with the airframe or engine. Although evidence was found consistent with the crankshaft rotating during the impact sequence, no determination was made regarding whether the engine was developing power. ## Factual narrative HISTORY OF FLIGHT On September 2, 2004, at an undetermined time after 1200 mountain standard time, a Europa Classic, N912EE, impacted terrain while descending about 1 mile south-southwest of the Marble Canyon Airport, Marble Canyon, Arizona. The airplane was destroyed, and the private pilot and passenger were fatally injured. The pilot was the owner and builder of the experimental airplane. The pilot operated the airplane on the personal flight under the provisions of 14 CFR Part 91. Visual meteorological conditions prevailed in the vicinity of the accident site. The Federal Aviation Administration (FAA) reported that no flight plan had been filed. The pilot's last known location was at the Marble Canyon Airport, from which he had departed at an undetermined time after 1200. Acquaintances of the pilot reported to the National Transportation Safety Board investigator that the accident flight had likely originated on September 2, from the Long Beach Municipal Airport in southern California. They also reported that the pilot's intended destination was the Bullfrog Basin Airport, located in the Glen Canyon National Recreation Area, Utah. The airplane's route of flight between southern California and the airports in Arizona and Utah was not established. A spokesperson for the Marble Canyon (Airport) Lodge reported that the airport's pilot sign-in sheet was reviewed. On the sheet an entry was noted that indicated N912EE had landed at the airport on September 2, for "lunch." A further inquiry of employees at the airport restaurant revealed that one person recalled observing a private airplane parked on the tarmac around lunchtime. At the Safety Board investigator's request, the spokesperson examined the tarmac area where transient airplanes were routinely parked. No evidence of oil or fuel leakage was noted in the transient airplane parking area. According to personnel from the Coconino County, Arizona, Sheriff's Office, at 1056 on September 4, a pilot who was flying over the area, reported observing a downed airplane. Thereafter, deputies proceeded to the accident location and observed the wreckage of N912EE. PERSONNEL INFORMATION The pilot held a private pilot certificate with an airplane single engine land and instrument airplane ratings. He also held an FAA repairman, experimental aircraft builder certificate, with the following limitations: Inspection certificate for N912EE (the accident airplane). The pilot's personal flight record logbook was not provided to the Safety Board investigator for examination. The pilot's flying experience was ascertained from data he submitted to the FAA on an application for an aviation medical certificate in March, 2002. At that time, the pilot reported his total flight time was 484 hours, and he had not flown during the preceding 6 months. AIRCRAFT INFORMATION On June 6, 2002, the FAA issued the accident pilot, who built the Europa Classic airplane, serial number A057, an experimental category airworthiness certificate. The airplane was equipped with an electrical system, altimeter, and a transponder. The airplane maintenance logbooks were not provided to the Safety Board investigator for examination. Papers found in the wreckage indicated that on June 26, 2004, the airplane's recording tachometer registered 130.5 hours. METEOROLOGICAL INFORMATION The closest facility to the accident site that reported aviation weather is located at Page, Arizona. Page is about 12.5 miles northeast (041 degrees, magnetic) from the accident site. In pertinent part, at 1156, Page reported its surface wind was from 360 degrees at 6 knots; visibility 10 miles; clear sky below 12,000 feet above ground level; and temperature/dew point of 33/-1 degrees Celsius. At 1256, Page reported its surface wind was from 210 degrees at 10 knots, with gusts to 18 knots; wind direction 170 degrees variable 250 degrees; visibility 10 miles; clear sky below 12,000 feet above ground level; and temperature/dew point of 34/-3 degrees Celsius. COMMUNICATION The FAA reported finding no evidence of any services provided or communications with the accident airplane in the Marble Canyon area on the accident date. AIRPORT INFORMATION The Marble Canyon Airport, elevation 3,603 feet mean sea level (msl), is uncontrolled. The airport has one asphalt runway, number 03/21, and it is 3,715 feet long by 35 feet wide. The recommended traffic pattern for runway 03/21 is left-hand. WRECKAGE AND IMPACT INFORMATION According to the Coconino County Sheriff personnel, the accident site was located at the following global positioning satellite (GPS) coordinates: 36 degrees 47.93 minutes north latitude by 111 degrees 39.35 minutes west longitude. The estimated elevation was 3,650 feet msl. The approximate distance and magnetic bearing from the accident site to the center of the Marble Canyon Airport was 1 mile and 25 degrees. As indicated by sheriff and FAA personnel who responded to the accident site, the airplane impacted open, near level, desert terrain that was sparsely covered with native vegetation predominately less than 1 foot tall. The initial point of impact (IPI) was noted by the presence of propeller blade(s) fragments imbedded in the soft, sandy, soil. Two of the three propeller blades were found fragmented; the third blade appeared intact. The sheriff reported that the airplane appeared to have impacted the ground while in a steep nose down attitude. The engine's upper cowling was located about 15 feet northwest of the IPI. A stream of oil was noted in the ground swath between the IPI and the engine. The ignition was found in the "both" magnetos "on" position. The main wreckage, consisting of the fragmented and destroyed cockpit, engine with attached nose gear assembly and the empennage, were located about 65 feet northwest of the IPI. The engine and nose gear assembly were found separated from the fuselage. There was no evidence of oil streaking on the engine or airframe. Both occupants were found to have been ejected from the cockpit and were located within 10 feet of the main wreckage. The wings appeared straight and they did not exhibit any chordwise or spanwise buckling signatures. The wings remained attached to the fuselage. The empennage was observed broken from the fuselage. The horizontal stabilizer and rudder, and the vertical stabilizer and elevator, were found attached to the empennage. All flight control surfaces remained attached to their respective hinge attachment points. There was no evidence of fire. The ground scar swath was oriented on an approximate magnetic track of 310 degrees. The relative position between the IPI and the approach end of runway 03 is consistent with the airplane having been on a right base leg to runway 03, or on the final approach path to the runway, but turned about 80 degrees left of the runway's 030-degree heading. The location of the accident site is also consistent with a 180-degree course reversal turn following a left crosswind departure from runway 21. MEDICAL AND PATHOLOGICAL INFORMATION The pilot held a third-class aviation medical certificate that was issued March 19, 2002. No limitations were listed on the certificate. On September 6, 2004, an autopsy was performed on the pilot by the Coconino County Medical Examiner's Office, Flagstaff, Arizona. The FAA's Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed toxicological tests. According to the laboratory manager, no evidence of carbon monoxide, cyanide, or screened legal and illegal drugs including, for example opiates, marihuana, barbiturates, etc., were detected in specimens from the pilot. Ethanol, Acetaldehyde, N-Propanol, and N-Butanol were detected in specimens. The manager reported finding evidence of putrefaction. TESTS AND RESEARCH Engine Examination. At the direction of t ## Aircraft - Registration: [N912EE](https://openairdocs.org/deregistered/N912EE-2005-05-27), registration cancelled 2005-05-27, S/N A057, built 2002 (OpenAirDocs) - Reported make and model: Redgate Europa Classic - Registry model: [Redgate Thomas C EUROPA CLASSIC](https://openairdocs.org/model/redgate-thomas-c-europa-classic) (registry code 05611M3) (OpenAirDocs) - Registry engine: [Amateur-built UNKNOWN ENG](https://openairdocs.org/engine/amateur-built-unknown-eng) (registry code 99999) (OpenAirDocs) - Category: Airplane, amateur-built - Serial number: A057 - Engines: Rotax 912 100 horsepower reciprocating - Damage: Destroyed - Flight: Personal, Part 91 - Registered owner: Thomas C. Redgate - Airworthiness certificate: Special, Experimental (Special) - Departed: LGB, Marble Canyon, AZ - Destination: U07, GLEN CANYON NAT, UT - Airport: L41, Marble Canyon, runway 03, 3,715 × 35 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 42; injuries: fatal; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, without waivers/limitations; seat: left; toxicology performed; flight hours: 484 total ## Weather - Conditions: Visual (VMC), Day - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 91 °F, dew point 30 °F - Altimeter: 29.93 inHg - Observed at: PGA, 13 nm away 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. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.