Amateur-built E-RACER MARK II accident near Parker, Arizona, April 4, 1994
On April 4, 1994 at about 9:00 pm local time, a amateur-built E-RACER MARK II, registered N96WM, was destroyed in an accident near Parker, Arizona (Avi Suquilla airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the failure of the pilot to maintain control of the aircraft while maneuvering in the traffic pattern following a failure of the throttle control. A factor in the accident was a throttle linkage separation after takeoff.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 4, 1994 · about 9:00 pm local time
- Place
- Parker, Arizona · Avi Suquilla · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built E-RACER MARK II E-RACER MA
- Registration
- N96WM · no longer on the register · serial ER-06
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
About 15 minutes after departure on a cross-country flight, the pilot reported on the UNICOM that he was inbound to the airport for landing. Witnesses reported seeing the aircraft flying over the departure end of the runway, at approximately 400 feet agl and observed a momentary pitch oscillation as the aircraft entered a steeply banked left turn. The aircraft continued in the turn, descending gradually toward the ground until impact. The witnesses described the engine sounds as 'unusually loud.' The carburetor throttle body was found in a nearly full-open position while the cockpit twist grip throttle control linkage was found separated at a ball swivel fitting. The throttle grip was found separated from the twist grip throttle. The throttle linkage parts were reportedly not aircraft quality materials. The pilot had recorded in a notebook previous trim problems in which he was required to hold constant back pressure to maintain level flight.
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; instrument: airplane
- Flight time: 31 in this make and model; 31 in the last 90 days; 8 in the last 30 days; 7,993 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 31 hours
- Last inspection: annual inspection, December 22, 1993; 31 hours since
- Maximum gross weight: 2,200 lb
- Seats: 2
- Landing gear: retractable
- Engine: Lycoming HIO-360-B1A (piston); 0 hours total
- Fire on the ground
The flight
- Destination: L12 Redlands CA
- Flight plan: none
- Runway 19L, 4,782 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 320° at 10 knots
- Visibility: 40 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 25°F (-4°C)
- Altimeter: 29.00 inHg
- Observation at 3:51 am from BLH, 46 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.