Amateur-built F 1 accident near Reno, Nevada, September 14, 2012
On September 14, 2012 at about 7:19 pm local time, a amateur-built F 1, registered N158CF, was substantially damaged in an accident during maneuvering (low-alt flying) near Reno, Nevada (Reno Stead airport). It was an air show or air race flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s operation of the airplane above the established never-exceed speed and the incorrect installation of the trim tab control horn, which resulted in the flutter of the left elevator trim tab.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 14, 2012 · about 7:19 pm local time
- Place
- Reno, Nevada · Reno Stead · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built F 1
- Registration
- N158CF · registry record · serial 158
- Damage
- Substantial damage
- Flight
- Air show or air race flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The accident airplane was participating in an air race, and, when the airplane was at 180 knots indicated airspeed (KIAS), the pace airplane released the flight of airplanes to enter the race course. The pilot reported that, shortly after, a "vibration" began at an unknown airspeed and that it then increased to a heavy flutter event. The pilot pitched the airplane upward and reduced the airspeed. As the airspeed decreased below 90 KIAS, the vibration stopped, and the pilot landed uneventfully. Postaccident examination of the control horn assembly revealed fractures at the forward and aft trim tab control horn brackets and the rod end clevis. According to the airplane manufacturer's assembly manual, the aft trim tab control horn was supposed to be attached to the lower skin with four rivets. However, examination revealed that only three of the four rivets were installed; no evidence of a through hole for the fourth rivet was found. The lack of the fourth rivet allowed the aft bracket to flex, and the relative movement between the bracket and the trim tab skin during flight resulted in fretting damage. Examination of the aft bracket's fracture surface revealed features consistent with an overstress separation. The published never-exceed speed for the airplane was 240 knots true airspeed (KTAS). The airspeed was calculated to be 266 KTAS at the time of the event. The airplane's excessive speed coupled with the incorrect installation of the trim tab control horn likely initiated the flutter in the left elevator trim tab during the start of the air race. The flutter subsequently produced dynamic loads in the trim tab control system that exceeded the material strength of the system components and led to the fracture of the forward and aft trim tab control horn brackets and the rod end clevis before the airplane was slowed sufficiently to stop the flutter.
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
What happened, in order
- Flight control sys malf/fail during maneuvering (low-alt flying) defining event
The NTSB's findings
- cause Aircraft › Aircraft structures › Empennage structure › Elevator misc structure › Failure
- cause Aircraft › Aircraft structures › Empennage structure › Tab structure (on elevator) › Incorrect service/maintenance
- cause Personnel issues › Task performance › Use of equip/info › Use of equip/system › Pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Airspeed › Capability exceeded
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 5,300 hours in all; 1,800 in this make and model; 45 in the last 90 days; 20 in the last 30 days
- Last flight review: May 2, 2012
- Medical certificate: Class 2
- Seat: frt
- Injury: no injuries
The aircraft
- Last inspection: condition inspection, September 3, 2012; 11 hours since
- Maximum gross weight: 2,100 lb
- Seats: 2
- Landing gear: fixed
- Engine: Cont Motor IO-550-N (piston); 0 hours total
The flight
- Departed from: RTS Reno NV at 7:11 pm
- Destination: RTS Reno NV
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: broken clouds at 20,000 ft; scat at 14,000 ft
- Temperature: 81°F (27°C), dew point 30°F (-1°C)
- Altimeter: 30.28 inHg
- Observation at 6:55 pm from RNO, 12 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.