Amateur-built T18C accident near Phoenix, Arizona, May 24, 1994
On May 24, 1994 at about 8:29 pm local time, a amateur-built T18C, registered N86BP, was destroyed in an accident near Phoenix, Arizona. It was a flight of an unrecorded kind under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT'S INABILITY TO PREVENT AN INADVERTENT STALL AND HIS INABILITY TO RECOVER DUE TO A RESTRICTION IN THE MOVEMENT OF THE STABILATOR FOR UNDETERMINED REASONS. A FACTOR WAS THE FAILURE OF THE OWNER/BUILDER AND THE PILOT TO ACCOMPLISH A CONTROL RIGGING CHECK PRIOR TO THE FLIGHT.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 24, 1994 · about 8:29 pm local time
- Place
- Phoenix, Arizona · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built T18C
- Registration
- N86BP · registry record · serial 1386
- Damage
- Destroyed
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
AFTER THE FIRST TEST FLIGHT FOR THE HOME BUILT AIRPLANE, THE TEST PILOT TOLD THE OWNER/BUILDER THAT HE HAD TO HOLD 35 POUNDS OF FORWARD STICK PRESSURE TO MAINTAIN LEVEL FLIGHT IN CRUISE. THE BUILDER AND TEST PILOT REMOVED THE STABILATOR ANTI-SERVO TAB CONTROL ARMS AND BENT THEM IN A VICE WITH A MALLET. THE ARMS WERE SUBSEQUENTLY REINSTALLED AND THE AIRPLANE TOOK OFF ON A SECOND TEST FLIGHT. VIDEO TAPE SHOWED THE SECOND TAKEOFF INITIAL CLIMB TO BE STEEPER THAN THE FIRST. SHORTLY AFTER TAKEOFF, THE TOWER ASKED THE PILOT WHY HE WAS TURNING RIGHT INSTEAD OF THE REQUIRED LEFT TURN. HE STATED 'I GOT PROBLEMS HERE.' THE AIRPLANE CONTINUED TO CLIMB AND WAS SEEN TO ENTER A RIGHT SPIN FROM A NOSE HIGH, STEEP RIGHT BANK ATTITUDE. THE TEST PILOT HAD SEVERAL YEARS TEST EXPERIENCE AND 1,000 HOURS IN THE ACCIDENT MAKE AND MODEL. THE REASON FOR THE STABILATOR CONTROL MALFUNCTION WAS NOT DETERMINED. HOWEVER, A MAINTENANCE INSTRUCTION ADJUSTMENT RIGGING CHECK WAS NOT PERFORMED AFTER THE REINSTALLATION OF THE ARMS.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; rotorcraft: glider
- Flight time: 5,300 hours in all; 2,000 in this make and model; 25 in the last 90 days
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1 hours
- Last inspection: continuous airworthiness programme, April 2, 1994; 1 hours since
- Maximum gross weight: 1,654 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-360-A4M (piston); 0 hours total
The flight
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 050° at 10 knots
- Visibility: 45 statute miles
- Sky: broken clouds at 9,000 ft; not recorded
- Temperature: 84°F (29°C), dew point 57°F (14°C)
- Altimeter: 29.00 inHg
- Observation at 8:33 pm from DVT
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.