Introduction
On May 30, 2010, about 0845 central daylight time, an Aveko VL-3 LSA, special-light sport airplane, N801GB, sustained substantial damage when it collided with terrain and trees after a loss of control near Boyd, Texas. The certified flight instructor (CFI) and student pilot on board were seriously injured. The airplane was registered to Denco Remodeling Group, Inc., Richland Hills, Texas. Visual meteorological conditions prevailed, and no flight plan was filed for the instructional flight conducted under 14 Code of Federal Regulations Part 91.
Flight History
The purpose of the flight was to obtain flying time in preparation for the student pilot's check-ride for a pilot's license. A witness reported seeing the airplane "low and slow" with the engine "sputtering," after which the airplane entered a "flat spin" before disappearing into a stand of trees.
Personnel Information
The left-seat occupant held a student pilot certificate for airplane single-engine land and a third-class medical certificate issued in May 2010. The right-seat occupant held an airline transport pilot certificate for airplane single- and multi-engine land, a certified flight instructor private pilot certificate for airplane single-engine land, a private glider rating, and an airplane-instrument rating. His third-class medical certificate was issued in September 2008; his pilot logbook was not located during the investigation.
Aircraft Information
The airplane was an Aveko model VL-3 LSA, serial number VL-3-012, a single-engine, low-wing, composite-construction airplane with fixed tricycle landing gear configured for two seats. It received airworthiness in the Special-Light Sport Airplane (S-LSA) category on January 13, 2008. The airplane was not approved for intentional spins and stalls; the flight manual stated: "Warning – Aerobatics, intentional spins and stalls are prohibited!" A placard on the panel noted similar restrictions. A supplemental training manual mentioned that training flight in area should include stalls and turning at 60° bank. The airplane was powered by a Rotax ULS-912 reciprocating engine rated at 100 horsepower, driving a Pcszke fixed-pitch, three-blade composite propeller. The last annual inspection was completed on May 14, 2010, with a Hobbs time of 253.3 hours and tachometer time of 230.4 hours. The engine had accumulated about 230.4 hours since new.
Meteorological Information
The automated weather station at Fort Worth Alliance Airport, about 18 miles east of the accident site, reported at 0853: winds from 160 degrees at 6 knots, temperature 28°F, dew point 19°F, visibility 10 miles, clear sky, and an altimeter pressure setting of 29.82 inches of mercury.
Wreckage and Impact Information
On-scene examination by an FAA inspector and NTSB investigator revealed the accident site in a stand of trees amid rolling fields. The airplane impacted tree tops before colliding with terrain in a slightly nose-down attitude. Tree and ground scars were consistent with descending through tree tops. All major components were accounted for. The empennage was broken just forward of the vertical stabilizer; both wings and the forward fuselage had heavy impact damage. The engine also received impact damage. Two of three propeller blades were broken off near the base and not located. Fuel was present; the fuel valve was found in the off position, but first responders reported turning it off due to fuel concerns. No postcrash fire occurred.
The ballistic parachute was not deployed. Its red activation handle, on the left side of the center console, was pulled aft out of its stowed position, but it could not be determined if this resulted from the accident or pilot activation. The parachute remained in its compartment behind the pilots; the door/cover panel was missing. The rocket motor was found on the rear floor with the bottom end cap nozzle's brass plug bowed outward and the top end cap partially stripped from the cylinder. The launch structure was bent and broken. The baggage floor had a circular impact crater consistent with the rocket housing shape.
The engine/firewall/instrument panel was pushed into the cabin. Landing gear were folded under. The left wing was largely severed and hung by trees; the right wing was intact with a bend at the attachment point. Flaps were retracted. The fuselage broke in front of the vertical stabilizer, with control continuity established to the forward cabin.
Survival Aspects
Both occupants received serious injuries. The ground collision compromised part of the cabin area. Lap belts remained attached, but the left and right shoulder straps were found lying in the seats, separated at the adhesive joint where the attachment bracket fastened to the turtle deck. No ballistic parachute rocket warning placards were on the exterior near the cabin entry point.
Test and Research
The EFIS and EMS displays were damaged; their non-volatile memory could not be downloaded due to older software without data logging. A panel-mounted Garmin 496 GPS unit was recovered undamaged. Tracklog data for May 30, 2010, showed the airplane began at Hicks airfield (T67) at 0812, conducted back-and-forth maneuvers, then a right-hand 360° turn heading west. Groundspeed reduced from above 90 mph to less than 45 mph, and the airplane rapidly lost altitude in the final data points before the last position at 0844:38.
Engine examination revealed minor impact damage. The fuel line filter was clear, top sparkplugs normal, and thumb compression/suction test satisfactory. Carburetor float bowls were empty with an unidentified white powdery substance. The engine started and ran on both ignition systems with fuel added. The electric fuel pump operated; the engine-driven pump tested within allowable pressure limits per the Rotax Installation Manual. No pre-impact mechanical anomalies were found.
Probable Cause
The source does not state a probable cause.