History of Flight
On January 23, 2010, at 1158 central standard time, a Costruzioni Aeronautiche Tecnam P2002 Sierra special light sport airplane, registration N145AG, was substantially damaged when it struck terrain following an uncontrolled descent near Waxahachie, Texas. The certified flight instructor (CFI) and student pilot sustained fatal injuries. The airplane was owned by U S Aviation Group, LLC and operated by CRP Future Pilots Flight School, Inc. Visual meteorological conditions prevailed, and no flight plan had been filed for the 14 Code of Federal Regulations Part 91 instructional flight. The flight departed Dallas Executive Airport (RBD) at 1139.
One witness observed the airplane in a “slow vertical spin” approximately 800 feet above the ground. The airplane made one and a half to two turns before disappearing behind trees. Another witness saw the airplane pointed nose down and moving in a circular motion “like the blades of a ceiling fan.”
Radar data from the FAA showed the airplane climbed to about 2,700 feet mean sea level (msl) on a southerly heading. Over the flight, the airplane reversed course north, then south, then north again. The last recorded position was at 1158.
Personnel Information
The CFI, aged 36, held a commercial pilot certificate with single and multiengine land and instrument airplane ratings, and a flight instructor certificate with single and multiengine and instrument airplane privileges. He was issued a first-class medical certificate without limitations on January 13, 2010. His logbook showed 1,162 hours total flight time, with 59 hours in the same make and model as the accident airplane.
The student pilot, aged 15, did not hold a student pilot certificate or medical certificate. His logbook showed 3.3 hours of flight experience, all in the same make and model.
Aircraft Information
The two-seat, low-wing, fixed-gear airplane, serial number 316, was manufactured in 2007. It was powered by a Rotax 912 ULS 100-hp engine and equipped with a GT Tonini model GT-2/173/VRR-FW 101 SRTC fixed-pitch wood and composite propeller.
Maintenance records showed a special airworthiness certificate for light sport airplane issued on May 12, 2008, at an aircraft total time of 3.3 hours. A conformity inspection was completed on June 14, 2009, at 75.3 hours total airframe time. At the accident scene, the hobbs meter read 00117.77 hours. The airplane had flown about 114.4 hours since the initial condition inspection and about 42.4 hours since the June 2009 inspection.
Meteorological Information
The nearest official weather observation station was Mid-Way Regional Airport, Midlothian, Texas (JWY), located 3 nautical miles southwest of the accident site. At 1204, a METAR reported calm wind, visibility 10 miles, overcast clouds at 7,000 feet agl, temperature 16°C, dew point 7°C, and altimeter 29.57 inches of mercury.
Flight Recorder Data
The airplane was equipped with an Advanced Flight Systems AF-3400EF cockpit display with EFIS and AHRS, capable of storing flight data. The recording contained about 14 hours of data over 20 power cycles. The accident flight was the last, lasting about 25 minutes.
Data from the last minute showed the airplane northbound at an average altitude around 2,300 feet msl, with airspeeds ranging from 52.9 to 39.5 knots. At 1157:44, it was at 2,260 feet msl (1,625 feet agl) and 39.5 knots, then began banking left and pitching nose down. At 1157:59, it was descending through 1,240 feet msl (605 feet agl) in a 33.4-degree left bank and 45.27-degree nose-down pitch.
Wreckage and Impact Information
The wreckage was located in a flat open farm field about 3 miles northeast of JWY, oriented on a heading of 190 degrees. The elevation was estimated at 635 feet msl. The main wreckage consisted of both wings, empennage, fuselage, engine, and propeller, resting in an approximate 40-degree nose-down attitude. The cockpit canopy separated and was found about 15 feet forward.
The engine was partially embedded in the ground. The propeller hub remained attached; one blade was fractured but attached, the other separated and found five feet forward.
Both wings had aft accordion crushing along leading edges. The forward fuselage was crushed aft, reducing cabin space. The instrument panel was fragmented. The aft fuselage had forward-to-aft accordion crushing and remained attached to the empennage.
Both wings remained attached except the left wing aft spar attach point broken at the bolt hole. Aileron control continuity was confirmed. The left flap was hanging loose at a 45-degree angle with its pushrod attach point separated; the right flap was retracted and attached.
The stabilator, vertical tail, and rudder remained attached. The stabilator trim tab and electric actuator were in neutral position. Rudder and stabilator control continuity were confirmed forward to the clevis end at the center control yoke. A red battery-operated work light was observed in the rear fuselage underneath the stabilator control tube.
The clevis rod end was broken at the forward end of the stabilator control tube in the threaded portion, with the bearing still secured in the center control yoke. The control yoke assembly and control sticks were deformed but intact with aileron cables attached.
The auto pilot pitch and trim servo actuators had free motion. The aileron roll servo attach point had 3 inches of linear movement; the pitch servo rod end had 1-3/16 inches. With mechanical connections disconnected and no electrical power, the servos rotated freely 360 degrees.
Engine examination revealed no preimpact damage. During partial disassembly, impact-damaged internal ignition coil, alternator, and trigger coil jammed the flywheel hub. After removing those components, the propeller shaft rotated freely 360 degrees. All gears and keepers were in position. Valve train moved through cycles with continuity. Thumb compression was confirmed on all cylinders. Spark plugs showed normal wear.
Both carburetors had control arms and cables attached. The right carburetor bowl was damaged with no fuel; the left bowl contained about 3/16 inch of fuel. Fine black debris, appearing to be from the carburetor floats, was noted in both bowls.
Portions of the stabilator control tube, tail section components, pass-through plate, rubber grommet, and work light were sent to the Safety Board materials laboratory for examination.
Medical and Pathological Information
The CFI autopsy, performed on January 24, 2010, by the Southwestern Institute of Forensic Sciences, concluded the cause of death as multiple blunt force injuries. FAA toxicology tests were negative for carbon monoxide, cyanide, and ethanol, but blood revealed 0.159 ug/ml diphenhydramine, a sedating antihistamine.
The student pilot autopsy, also performed on January 24, 2010, concluded multiple blunt force injuries as the cause of death. FAA toxicology tests were negative for all tests conducted.
Tests and Research
Safety Board materials laboratory examination of the removed wreckage components found the stabilator control tube bent and buckled in two places. The forward clevis rod was fractured and separated; fracture features and thread damage indicated ductile overstress from downward cantilever bending. The forward control mixing unit had three areas of bending overstress fracture. The half-length flange pass-through plate was bent forward, with hole edge deformation consistent with forward sliding contact with the stabilator control tube. The rubber grommet had a radial through-thickness cut, consistent with lateral force applied between the tube and plate.
The stabilator push-pull tube surface had a thin greasy residue near the pass-through plate, with scoring and galling features consistent with forward sliding contact. Black transfer marks on the fuselage tail section inner bottom were consistent with marks from the work light’s rubber handle grip. Due to distortion, it was not possible to establish if the work light interfered with proper stabilator control tube movement.