Friday, December 29, 2017

Remos GX, N28GX, registered to and operated by New Mexico Sport Aviation LLC: Fatal accident occurred March 11, 2016 near Ohkay Owingeh Airport (E14), Espanola, Rio Arriba County, New Mexico

The National Transportation Safety Board traveled to the scene of this accident.

Additional Participating Entity: 
Federal Aviation Administration / Flight Standards District Office; Albuquerque, New Mexico

Aviation Accident Factual Report - National Transportation Safety Board: https://app.ntsb.gov/pdf

Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms

New Mexico Sport Aviation LLC:   http://registry.faa.gov/N28GX

Location: Española, NM
Accident Number: CEN16FA122
Date & Time: 03/11/2016, 1627 MST
Registration: N28GX
Aircraft: REMOS ACFT GMBH FLUGZEUGBAU REMOS GX
Aircraft Damage: Destroyed
Defining Event: Aerodynamic stall/spin
Injuries: 2 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal 

On March 11, 2016, about 1627 mountain standard time, a Remos Aircraft GmbH Flugzeugbau Remos GX airplane, N28GX, impacted terrain following a loss of control in the airport traffic pattern at the Ohkay Owingeh Airport (E14), Española, New Mexico. The private pilot and the pilot-rated passenger were fatally injured, and the airplane was destroyed. The airplane was registered to and operated by New Mexico Sport Aviation, LLC, under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91. Day visual meteorological conditions prevailed for the personal flight that departed E14 about 1620 with the intended destination of Santa Fe Municipal Airport (SAF), Santa Fe, New Mexico.

According to the operator, the airplane was based at SAF, and the pilot rented it to gain familiarity with the takeoff-and-landing procedures used at the Los Alamos Airport (LAM), Los Alamos, New Mexico. Because of the restricted airspace immediately to the south of the runway and the noise-sensitive residential area just west of the runway, LAM employs a non-standard traffic pattern. All landings are made on runway 27, and all departures are made in the opposite direction on runway 9.

A review of available Federal Aviation Administration (FAA) air traffic control (ATC) radar data established that the airplane departed SAF about 1350, flew north-northwest toward LAM, and landed about 1405 on runway 27 at LAM. At 1417:25, the airplane reappeared on radar after it departed LAM on runway 9. The airplane flew about 8.5 miles northeast of LAM before it returned to land on runway 27 about 1427. At 1433:25, the airplane reappeared on radar after it departed LAM on runway 9. The airplane again flew about 8.5 miles northeast of LAM before it returned to land on runway 27 about 1443. At 1449:13, radar data indicated that the airplane had departed LAM and that it continued northeast toward E14. At 1455:29, the airplane descended below available radar coverage about 3.3 miles southwest of E14.

The airplane was equipped with a GlobalStar SPOT satellite tracking device, which reported its position every 5 minutes when activated. According to available track data, the device recorded the airplane on the ramp at E14 about 1503. During the next 15 minutes, the device recorded three stationary data points, consistent with the airplane parked on the airport ramp. No position reports were recorded between 1518 and 1627. At 1627:31, a final data point was recorded near the approach end of runway 16. The GlobalStar SPOT data did not include any altitude information. Additionally, there was no recorded ATC radar data for the accident flight because the airport traffic pattern altitude at E14 was below available radar coverage for the area.

There were two witnesses to the accident flight. Both witnesses were standing outside a residence located about 0.4 mile southeast of the runway 16 departure threshold at E14. The first witness reported seeing the airplane enter left traffic for runway 16 and land. The airplane then made a second takeoff and continued to make left turns. The witness reported that, while the airplane was turning from the crosswind leg to the downwind leg, he heard a reduction in engine power and saw the airplane descend toward the ground in a level pitch attitude. The witness reported seeing an explosion shortly after the airplane descended behind a hill. The second witness reported that he heard the airplane takeoff from the airport and then saw the airplane make a left turn. He stated that, while the airplane was in a left turn it pitched nose-down and descended toward the ground. He reported that there was a large explosion and ascending fireball when the airplane impacted terrain. He also noted that the airplane's engine sounded normal during the flight. 

Pilot Information

Certificate: Private
Age: 46, Female
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: Unknown
Instrument Rating(s): None
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 05/04/2015
Occupational Pilot: No
Last Flight Review or Equivalent: 01/02/2016
Flight Time:  132.9 hours (Total, all aircraft), 127.1 hours (Total, this make and model), 41.8 hours (Pilot In Command, all aircraft), 36.8 hours (Last 90 days, all aircraft), 12.5 hours (Last 30 days, all aircraft) 

Pilot-Rated Passenger Information

Certificate: Private
Age: 53, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Right
Other Aircraft Rating(s): None
Restraint Used: Unknown
Instrument Rating(s): None
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 3 None
Last FAA Medical Exam: 04/13/2006
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time: (Estimated) 300 hours (Total, all aircraft) 

--- Pilot ---

According to FAA records, the 46-year-old pilot held a private pilot certificate with a single-engine land airplane rating. Her most recent FAA third-class medical certificate was issued on May 4, 2015, with a limitation for corrective lenses. A search of FAA records showed no previous accidents, incidents, or enforcement proceedings.

The pilot's flight history was established using her logbook. The final logbook entry was dated March 9, 2016, at which time she had 132.9 hours total flight time, all of which occurred in the year before the accident. All logged flight time had been completed in single-engine airplanes. The pilot had flown 127.1 hours in the accident airplane make/model. She had logged 41.8 hours as pilot-in-command, 4.6 hours at night, and 4.1 hours in simulated instrument conditions. She had flown 89.5 hours during the 6 months before the accident, 36.8 hours during the 90 days before the accident, and 12.5 hours during the month before the accident. The logbook did not contain any recorded flight time for the 24-hour period before the accident flight. The pilot's most recent flight review, as required by 14 CFR 61.56, was completed upon the issuance of her private pilot certificate dated January 2, 2016.

--- Pilot-Rated Passenger ---

According to FAA records, the 53-year-old passenger held a private pilot certificate with a single-engine land airplane rating. His most recent FAA third-class medical certificate was issued on April 13, 2006, with no limitations. The medical certificate expired on April 30, 2008. On the application for the expired medical certificate, the passenger reported having accumulated 300 total hours of flight experience, of which 35 hours were flown within the previous 6 months. A pilot logbook for the passenger was not located during the investigation. 

Aircraft and Owner/Operator Information

Aircraft Manufacturer: REMOS ACFT GMBH FLUGZEUGBAU
Registration: N28GX
Model/Series: REMOS GX
Aircraft Category: Airplane
Year of Manufacture:
Amateur Built: No
Airworthiness Certificate: Special Light-Sport
Serial Number: 356
Landing Gear Type: Tricycle
Seats: 2
Date/Type of Last Inspection: 03/01/2016, Condition
Certified Max Gross Wt.: 1320 lbs
Time Since Last Inspection: 18 Hours
Engines: 1 Reciprocating
Airframe Total Time: 2916.7 Hours as of last inspection
Engine Manufacturer: Rotax
ELT: C126 installed, activated, did not aid in locating accident
Engine Model/Series: 912 ULS
Registered Owner: New Mexico Sport Aviation, LLC
Rated Power: 100 hp
Operator: New Mexico Sport Aviation, LLC
Operating Certificate(s) Held: None 

The 2009-model-year airplane, serial number 356, was a high-wing monoplane of composite carbon-fiber monocoque construction. The airplane was powered by a 100-horsepower, 4-cyinder Rotax 912 ULS reciprocating engine, serial number 6783105. The engine provided thrust through a ground-adjustable, three-blade, Neuform CR3-65-(IP)-47-101.6 propeller. The two-seat airplane was equipped with a fixed tricycle landing gear and wing flaps. The airplane had a maximum allowable takeoff weight of 1,320 pounds. The special-light sport aircraft (S-LSA) was issued an airworthiness certificate on May 13, 2010. New Mexico Sport Aviation, LLC, purchased the airplane on February 21, 2011.

The airplane's recording hour meter was destroyed during the postimpact fire, which precluded a determination of the airplane's total service time at the time of the accident. However, according to dispatch documentation, the airplane's hour meter indicated 2,916.7 hours before the flight departed SAF. According to maintenance documentation, the airframe had a total service time of 2,916.7 hours, and the engine had accumulated 916.7 hours since new. The last condition and 100-hour inspection of the airplane were completed on March 1, 2016, at 2,898.8 total airframe hours. A postaccident review of the maintenance records found no history of unresolved airworthiness issues. The airplane had a total fuel capacity of 22 gallons contained in a single fuselage tank. A review of fueling records established that the fuel tank was topped-off before the accident flight departed SAF. 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: LAM, 7171 ft msl
Observation Time: 1635 MST
Distance from Accident Site: 14 Nautical Miles
Direction from Accident Site: 230°
Lowest Cloud Condition: Clear
Temperature/Dew Point: 18°C / -11°C
Lowest Ceiling: None
Visibility:  10 Miles
Wind Speed/Gusts, Direction: 10 knots/ 16 knots, 180°
Visibility (RVR):
Altimeter Setting: 30.1 inches Hg
Visibility (RVV):
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Española, NM (E14)
Type of Flight Plan Filed: None
Destination: Santa Fe, NM (SAF)
Type of Clearance: None
Departure Time: 1620 MST
Type of Airspace: Class G 

A postaccident review of available meteorological data established that day visual meteorological conditions prevailed at the accident site. The nearest aviation weather reporting station was located at LAM about 14 miles southwest of the accident site.

At 1615, about 12 minutes before the accident, the LAM automated surface observing system reported: wind 170° at 10 knots with wind gusts of 15 knots, a clear sky, 10 miles surface visibility, temperature 17°C, dew point -11°C, and an altimeter setting of 30.10 inches of mercury.

At 1635, about 8 minutes after the accident, the LAM automated surface observing system reported: wind 180° at 10 knots with wind gusts of 16 knots, a clear sky, 10 miles surface visibility, temperature 18°C, dew point -11°C, and an altimeter setting of 30.10 inches of mercury. 

Airport Information

Airport: Ohkay Owingeh Airport (E14)
Runway Surface Type: Asphalt
Airport Elevation: 5790 ft
Runway Surface Condition: Dry
Runway Used: 16
IFR Approach: None
Runway Length/Width: 5007 ft / 75 ft
VFR Approach/Landing: None 

E14, a public airport located about 3 miles northeast of Española, New Mexico, was owned and operated by the Ohkay Owingeh Tribal Council. The airport field elevation was 5,790 ft mean sea level. The airport was served by a single asphalt runway, runway 16/34, that measured 5,007 ft by 75 ft. The airport was not equipped with an air traffic control tower. 

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: 1 Fatal
Aircraft Fire: On-Ground
Ground Injuries: N/A
Aircraft Explosion: On-Ground
Total Injuries: 2 Fatal
Latitude, Longitude:  36.032778, -106.047222 (est) 

The accident site was in an open field located about 885 ft east of the runway 16 departure threshold. The damage to the airplane was consistent with it impacting the ground in a nose-down pitch attitude on a southeast heading. There was no appreciable wreckage propagation from the point-of-impact. The main wreckage consisted of the entire airplane. All major structural components and flight controls were identified at the accident site; however, a majority of the carbon-fiber composite fuselage, wings, and empennage were destroyed during the postimpact fire. The pitot tube, which was installed on the leading edge of the left wing, had penetrated the ground at a 45° angle. A majority of the flight control push-pull tubes for the elevator and ailerons were destroyed by the postimpact fire. Flight control cable continuity for the rudder was confirmed from the control surface to the cockpit. The entire cockpit and instrument panel were destroyed during the postimpact fire. Two of the three propeller blades exhibited impact and fire damage. The remaining propeller blade appeared undamaged.

The engine sustained extensive thermal damage during the postimpact fire. Disassembly of the engine revealed no mechanical failures of the crankshaft, camshaft, connecting rods, or pistons. Additionally, there were no anomalies observed with the cylinders or their respective valve assemblies. The sparkplugs and piston domes exhibited normal wear and combustion signatures. Both carburetors exhibited extensive thermal damage that was consistent with prolonged exposure to fire. The throttle and choke arms remained attached to the carburetor control cables. The ignition modules, secondary coil pack, and stator exhibited extensive thermal damage from the postimpact fire that precluded testing of the ignition system. The fuel pump remained intact with minor heat damage. A small amount of automobile fuel was ejected from the outlet fitting when the fuel pump was actuated by hand. Further disassembly of the fuel pump revealed no anomalies or contamination. The oil pump remained intact, and its drive shaft rotated freely. The oil pump shaft drive pin was found fractured and was retained for additional testing. The engine disassembly revealed ample lubrication throughout the engine and there was no evidence of oil starvation. The coolant pump housing exhibited thermal damage that was consistent with prolonged exposure to fire. The coolant impeller remained attached to the drive shaft; however, the impeller had partially melted during the postimpact fire. The reduction gearbox assembly remained intact, and the drive gear exhibited no pitting or galling. 

Medical And Pathological Information

The New Mexico Office of the Medical Investigator in Albuquerque, New Mexico, performed autopsies on the pilot and pilot-rated passenger. The cause of death for both individuals was attributed to multiple blunt-force injuries sustained during the accident.

The FAA's Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed toxicology tests on specimens obtained during each autopsy. The pilot's toxicology results were negative for carbon monoxide, ethanol, and all tested drugs and medications.

The pilot-rated passenger's toxicology results were negative for ethanol. Atorvastatin, losartan, and warfarin were detected in liver. Additionally, losartan and warfarin were detected in muscle. Atorvastatin, brand name Lipitor, is a prescription medication used for lowering high blood cholesterol. Losartan, brand name Cozaar, is a prescription medication used to treat high blood pressure. Warfarin, brand name Coumadin, is a prescription medication used to prevent clot formation. The detected substances are not generally considered performance-impairing. 

Tests And Research

The engine crankcase, camshaft, oil pump shaft, and oil pump drive pin were submitted to the National Transportation Safety Board (NTSB) Materials Laboratory for additional examination. The examination indicated that the camshaft had a yoke machined into the end opposite the drive gear that drove the oil pump shaft. As designed, a drive pin passed through the body of the oil pump shaft, which engaged the camshaft yoke. The camshaft yoke did not exhibit any abnormal wear or deformation. The bearing bore in the crankcase that corresponded with the oil pump drive yoke exhibited scoring on the inner surface about mid-depth. The depth of the scoring was about 0.024 inch. The scoring was consistent with the profile of the oil pump shaft drive pin. The drive pin fractured inboard of the outer diameter of the oil pump shaft on both sides, leaving a portion of the drive pin within each side of the shaft. Examination of the fracture surfaces revealed crack arrest marks consistent with a fatigue fracture. Hardness measurements made across the diameter of the drive pin were consistent with the manufacturer's design specification. Although the drive pin had fractured, it remained engaged to the camshaft yoke and continued to rotate the oil pump shaft. Additionally, the postaccident engine disassembly revealed ample lubrication throughout the engine, and there was no evidence of oil starvation.

According to the engine manufacturer, a fractured oil shaft drive pin is indicative of an oil system with restrictive hoses and fittings that can result in a pulsating oil supply to the oil pump. The pulsating loading of the drive pin can result in a fractured drive pin. The Rotax 912 installation manual stipulates that oil hoses have an inside diameter of 11 millimeters. The oil hoses recovered with the wreckage had inside diameters that measured 9 millimeters. Additionally, the Rotax 912 installation manual stipulates full-flow angled fittings for oil hose connections. Examination of the oil cooler revealed a right-angle fitting that did not meet the engine manufacturer's full-flow fitting specification.


Video:  Karen Young - First Solo

Thomas Spickermann was a proud supporter of the Experimental Aircraft Association’s “Young Eagles” program, a program that showed young people the many pathways into the aviation field one could take. 

Thomas Spickermann

Karen Young and her husband at the Los Alamos Airport.


The National Transportation Safety Board has yet to release a final report on a plane crash that killed two Los Alamos National Laboratory employees – the pilot and the plane’s only passenger – on March 11, 2016.

The pilot was Karen Young, 46, and the passenger was Thomas Spickermann, 53. Young and Spickermann were employees at Los Alamos National Laboratory and worked in the same division. Young was a Los Alamos resident and Spickermann lived in Hernandez.

NTSB Chief of Media Relations Chris O’Neil said the case is still active and under investigation.

“The investigation into the aviation accident (March 11, 2016, Espanola, NM, case number CEN16FA122) remains under investigation. It generally takes 12 to 24 months for the NTSB to complete the investigation of a fatal general aviation accident,” O’Neil said in an email Wednesday.

An initial report is available online at the NTSB website. The report does assign any fault or cause of the accident.

The report instead focused on conditions leading up to the crash.

The airplane was a 2009 Remos GX, rented from New Mexico Sport Aviation.

Young flew the plane out of Santa Fe Municipal Airport and practiced take offs and landings at the Los Alamos County Airport and the Ohkey Owingeh Airport near Española.

At the time of the accident, which investigators said was around 4:30 p.m., Young was taking off and landing at the Ohkay Owingeh Airport, which is near Española.

An eyewitness to the accident told investigators he saw the airplane making left turns, and when it was turning from the crosswind to the downwind leg of the turn, “he heard a reduction in engine power and saw the airplane descend nose first toward the ground,” according to the preliminary report.

The plane’s fuel tank had a capacity of 22 gallons, and the plane’s fuel tanks were “topped off” before it took off, according to investigators.

“A review of fueling records established that the airplane fuel tanks were topped off before the accident flight departed SAF (Santa Fe Municipal Airport),” a statement in the report said.

Maintenance records showed no history of outstanding maintenance problems or issues, according to the report. A partial examination of the engine showed no mechanical failures in the crankshaft, connecting rods and pistons.

An examination of Young’s aviation records revealed that she was a pilot in good standing. There were no previous accidents, enforcement proceedings or safety incidents. She had 132.9 of flight time, 41.8 of those as a pilot.

Will Fox, a member of Chapter 691 of the Experimental Aircraft Association, said in a previous Los Alamos Monitor article on the accident that Young was naturally curious about things and enthusiastic about aviation.

“Karen was an incredibly enthusiastic young lady, real quick with a smile,” Fox said. “Very outgoing, a very positive person … very inquisitive. If she wanted to find out about something she wouldn’t hesitate to call you and ask you questions till she wore you out. She reminded me a lot of her dad.”

At the time of the accident, Spickermann also belonged to Chapter 691 of the Experimental Aircraft Association, where he served as the eaa691.net’s webmaster and newsletter publisher. He loved to build airplanes and had built and owned at least one, a Zenith CH750 STOL.

Fox also said in the same article that Spickermann was never one to brag about his accomplishments, but instead wanted to instill the same love of flying and building that he had into others.

“As soon as he got done, he started giving everybody rides,” Fox said, about Spickermann’s completed Zenith. “He used to say that if he could build one, then anyone could build one.”

Original article can be found here ➤ http://www.lamonitor.com





Location: Española, NM
Accident Number: CEN16FA122
Date & Time: 03/11/2016, 1627 MST
Registration: N28GX
Aircraft: REMOS ACFT GMBH FLUGZEUGBAU REMOS GX
Injuries: 2 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal

On March 11, 2016, about 1627 mountain standard time, a Remos Aircraft GmbH Flugzeugbau model Remos GX, special-light sport aircraft (S-LSA), N28GX, was destroyed during a postimpact fire following a loss of control in the airport traffic pattern at the Ohkay Owingeh Airport (E14), Española, New Mexico. The private pilot and the pilot-rated passenger were fatally injured. The airplane was registered to and operated by New Mexico Sport Aviation LLC under the provisions of 14 Code of Federal Regulations Part 91. Day visual meteorological conditions (VMC) prevailed for the personal flight that departed E14 about 1620 with the intended destination of Santa Fe Municipal Airport (SAF), Santa Fe, New Mexico.

According to the aircraft owner, the pilot had rented the airplane to gain familiarization with the takeoff-and-landing procedures used at the Los Alamos Airport (LAM), Los Alamos, New Mexico. When operating at LAM, all landings are made on runway 27 and all departures are made to the opposite direction on runway 9. A review of available Federal Aviation Administration (FAA) air traffic control (ATC) radar data indicated that the airplane departed SAF about 1350, preceded north-northwest toward LAM, and subsequently landed on runway 27 about 1405. At 1417, the airplane reappeared on ATC radar after it had departed LAM on runway 9. The flight then proceeded about 8.5 miles northeast of LAM before returning to land on runway 27 about 1427. At 1433, the airplane reappeared on ATC radar after it had departed LAM on runway 9. The flight again proceeded about 8.5 miles northeast of LAM before returning to land on runway 27 about 1443. At 1448, ATC radar data indicated the airplane had departed LAM and continued northeast toward E14. At 1455, the airplane descended below available radar coverage about 3.3 miles southwest of E14.

The airplane was equipped with a GlobalStar SPOT satellite tracking device, which reported its position every 5 minutes when activated. According to available track data, the device recorded the airplane on the ramp at E14 about 1503. During the next 15 minutes, the device recorded three stationary data points while the airplane situated on the ramp. There were no position reports received between 1518 and 1627. At 1627:31, the final GlobalStar SPOT data point was recorded near the approach end of runway 16. The GlobalStar SPOT data did not include any altitude information. Additionally, there was no ATC radar data for the accident flight because the airport traffic pattern altitude was below available radar coverage.

There were two witnesses to the accident flight. Both witnesses were standing outside a residence located about 0.4 miles southeast of the runway 16 departure threshold. One of these witnesses reported seeing the airplane make left traffic for runway 16 and land. The witness reported that the airplane made a second takeoff and continued to make left turns. He reported that as the airplane was turning from the crosswind-to-downwind leg, he heard a reduction in engine power and saw the airplane descend toward the ground in a nose level attitude. The airplane subsequently descended behind a hill which was followed by an explosion. The second witness reported that he heard the airplane takeoff from the airport, and as the airplane was making a left turn, he saw it descend nose first toward the ground. He noted that there was a large explosion and ascending fireball upon the airplane impacting the terrain. The same witness reported that the engine sounded as if it was operating normally during the accident flight.

The wreckage was located in an open field about 885 feet east of the runway 16 departure threshold. The initial impact point was where the engine had impacted the ground on a heading of south. No discernable wreckage debris path was projected from the initial impact point. The main wreckage consisted of the entire airplane. All major structural components and flight controls were identified at the accident site; however, a majority of the carbon-fiber composite fuselage, wings, and empennage had been destroyed during the postimpact fire. The pitot tube, located on the leading edge of the left wing, had penetrated the ground at a 45 degree angle. A majority of the flight control push-pull tubes for the elevator and ailerons were destroyed during the postimpact fire. Flight control cable continuity for the rudder was confirmed from the control surface to the cockpit. The engine had sustained significant thermal damage during the postimpact fire. A partial disassembly of the engine revealed no mechanical failures of the crankshaft, connecting rods, and pistons. No anomalies were noted with the cylinders or valve assemblies. Normal wear and combustion signatures were noted on the upper spark plugs. The magneto assembly, located on the rear of the engine, was destroyed during the postimpact fire. No anomalies were noted with the reduction gearbox assembly. Two of the three propeller blades exhibited impact and fire damage. The remaining propeller blade appeared undamaged.

According to Federal Aviation Administration (FAA) records, the pilot, age 46, held a private pilot certificate with a single engine land airplane rating. Her last aviation medical examination was completed on May 4, 2015, when she was issued a third-class medical certificate with a limitation for corrective lenses. A search of FAA records showed no previous accidents, incidents, or enforcement proceedings. Her last flight review, as required by FAA regulation 61.56, was completed upon the issuance of her private pilot certificate dated January 2, 2016. The pilot's flight history was reconstructed using pilot logbook information. Her most recent pilot logbook entry was dated March 9, 2016, at which time she had accumulated 132.9 hours total flight time, of which 41.8 hours were listed as pilot-in-command. She had logged 127.1 hours of flight time in a Remos GX special-light sport aircraft. She had accumulated 4.1 hours in simulated instrument meteorological conditions and 4.6 hours at night. She had flown 132.9 hours during the prior 12 months, 89.5 hours in the previous 6 months, 36.8 hours during prior 90 days, 23.5 hours in the previous 60 days, and 12.5 hours in the 30 day period before the accident flight. The pilot's logbook did not contain any recorded flight time for the 24 hour period before the accident flight.

The accident airplane was a 2009 Remos Aircraft GmbH Flugzeugbau model Remos GX, serial number 356. A 100-horsepower Rotax model 912 ULS reciprocating engine, serial number 6783105, powered the airplane through a fixed-pitch, three blade, Neuform model CR3-65 propeller. The airplane had a fixed tricycle landing gear, was capable of seating two individuals, and had a certified maximum gross weight of 1,320 pounds. The special-light sport aircraft (S-LSA) was issued an airworthiness certificate on May 13, 2010. The current owner-of-record, New Mexico Sport Aviation LLC, purchased the airplane on February 21, 2011. According to dispatch documentation, the airplane's HOBBS hour meter indicated 2,916.7 hours before the accident flight. The airframe had accumulated a total service time of 2,916.7 hours. The engine had accumulated a total service time of 916.7 hours since new. The last condition and 100-hour inspection of the airplane were completed on March 1, 2016, at 2,898.8 total airframe hours. A postaccident review of the maintenance records found no history of unresolved airworthiness issues. The airplane had a total fuel capacity of 22 gallons (21 gallons useable) contained in a single fuselage tank. A review of fueling records established that the airplane fuel tanks were topped-off before the accident flight departed SAF.

The nearest aviation weather reporting station was located at Los Alamos Airport (LAM), Los Alamos, New Mexico, about 14 miles southwest of the accident site. At 1556, the LAM automated surface observing system reported the following weather conditions: wind 190 degrees true at 12 knots, gusting 24 knots; visibility 10 miles; few clouds at 10,000 feet above ground level (agl), scattered clouds at 18,000 feet agl, broken ceiling at 25,000 feet agl; temperature 26 degrees Celsius, dew point -9 degrees Celsius, altimeter setting 29.69 inches of mercury. A peak wind velocity of 27 knots was recorded at 1525. 

Aircraft and Owner/Operator Information

Aircraft Manufacturer: REMOS ACFT GMBH FLUGZEUGBAU
Registration: N28GX
Model/Series: REMOS GX
Aircraft Category: Airplane
Amateur Built: No
Operator: New Mexico Sport Aviation LLC
Operating Certificate(s) Held: None 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: LAM, 7171 ft msl
Observation Time: 1556 CST
Distance from Accident Site: 14 Nautical Miles
Temperature/Dew Point: 26°C / -9°C
Lowest Cloud Condition: Few / 10000 ft agl
Wind Speed/Gusts, Direction: 12 knots/ 24 knots, 190°
Lowest Ceiling: Broken / 25000 ft agl
Visibility:  10 Miles
Altimeter Setting: 29.69 inches Hg
Type of Flight Plan Filed: None
Departure Point: Española, NM (E14)
Destination: Santa Fe, NM (SAF) 

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: 1 Fatal
Aircraft Fire: On-Ground
Ground Injuries: N/A
Aircraft Explosion: Unknown
Total Injuries:  2 Fatal
Latitude, Longitude: 36.032778, -106.047222 (est)

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