History of Flight
On February 4, 2012, at 1120 eastern standard time, a Pipistrel Virus 912 motorglider, registration N325MZ, was substantially damaged during a forced landing following a loss of engine power shortly after takeoff from Ray Community Airport (57D), Ray, Michigan. The pilot sustained fatal injuries. The aircraft was registered to and operated by the pilot under 14 CFR Part 91. Visual meteorological conditions prevailed, and no flight plan was filed. The local flight originated at 1118.
A witness reported that the motorglider's engine did not sound normal during the preflight run-up, describing it as "missing" during takeoff. The engine then quit when the aircraft was about 200 feet above ground level (agl) after takeoff. The witness observed the motorglider climbing and descending during the glide before the forced landing and lost sight when it descended below the trees.
GPS data showed the motorglider departed runway 27 at 1118 and entered a gradual left turn southwest of the airport. The final GPS data point was logged at 1120:19, about 0.9 miles southwest of the initial point. GPS altitude indicated a maximum of 822 feet (about 200 feet agl) before descent. The final altitude was 674 feet; runway 27 threshold elevation was 626 feet. The accident site was on a golf course, about 325 feet south-southeast of the final GPS point at an elevation of approximately 618 feet.
Personnel Information
The pilot held a private pilot certificate with single-engine land airplane and glider ratings. His most recent medical certificate application, dated October 5, 2006, was denied. On that application, he reported 2,433 total flight hours, with 61 hours in the previous 6 months. His most recent flight review was completed on April 30, 2010. According to the pilot's son, the pilot discarded his powered aircraft logbook after the denial; his glider flight time was estimated at about 340 hours. Regulations do not require a medical certificate for operating a glider.
Aircraft Information
The accident aircraft was a 2007 Pipistrel Virus 912 motorglider, serial number 251VSW9121207. It was a two-place, high-wing monoplane with a T-tail, tri-cycle landing gear, and a composite airframe. It was powered by an 80-horsepower Rotax 912UL engine. Imported in December 2007, it received an experimental exhibition glider airworthiness certificate on June 4, 2008, with 2 airframe hours at that time.
Maintenance records showed the most recent inspection on January 11, 2012, at a tachometer time of 298 hours. A June 25, 2011 entry noted repair of left and right fuel tanks due to damage from automotive fuel containing ethanol. The repair, in accordance with Pipistrel Special Repair Instruction S.RI 02.r1 (March 5, 2011), involved removing upper wing skins to access and seal the tanks. The motorglider had operated about 11 hours since the repair. The Flight Manual prohibits fuel with alcohol content. The repair instruction provided for internal protection of semi-integral wing tanks damaged by alcohol-blended fuels.
A manufacturer representative stated that additional in-line fuel filters are installed after such repairs to retain debris, normally removed after 5 flight hours. These filters were not installed at the time of postaccident examination, and maintenance records did not document their installation or removal.
Meteorological Information
Weather at Selfridge Air National Guard Base (8 miles southeast) at 1055: wind 050° at 3 knots, visibility 10 miles, scattered clouds 12,000 feet, broken clouds at 15,000 and 18,000 feet, temperature 2°C, dew point -1°C, altimeter 30.28 inHg. At 1155 at 57D: wind 090° at 4 knots, visibility 10 miles, few clouds 3,500 feet, scattered 12,000 feet, broken 17,000 feet, temperature 3°C, dew point -2°C, altimeter 30.26 inHg. FAA guidance noted a possibility of serious carburetor icing at cruise power under these conditions.
Wreckage and Impact Information
The motorglider struck a golf course about 0.9 miles southwest of the airport. The main wreckage (fuselage, engine, left wing) came to rest on a paved cart path. The right wing and empennage separated and were found adjacent. The forward fuselage was fragmented; the cockpit was compromised. The engine was dislocated but partially attached. The right door separated and was near an impact scar 75 feet north. One propeller blade separated near the hub and was found 125 feet north; the other remained attached.
The right flaperon separated; the left flaperon remained attached. Rudder and elevator continuity was confirmed; other discontinuities were consistent with impact.
Postaccident engine teardown revealed no anomalies in cylinders, crankshaft, or valve train. The fuel pump had separated and could not be actuated; its internal screen had debris accumulation, but not significantly obstructive. The debris resembled fiberglass from the airframe. The gascolator contained minor debris; carburetors and fuel lines were clear. The fuel line between pump and manifold contained no fuel; carburetor float bowls held minimal fuel. About 5 gallons of fuel were recovered from the tanks.
Medical and Pathological Information
An autopsy attributed the pilot's death to multiple injuries sustained in the accident. FAA toxicology reported: Acetaminophen, Lidocaine, Lorazepam (sub-therapeutic), Morphine, and Propofol detected in urine and blood; Glucose detected in urine (156 mg/dL) but not in vitreous; Hemoglobin A1C 5.8%. The medications are typically used in hospital emergency treatment. The pilot's son noted the pilot had difficulty with eyesight and hearing; a noise reduction headset was found at the scene.
Additional Information
The Rotax engine installation manual includes an electric fuel pump in its standard schematic; the accident motorglider was not equipped with one. A manufacturer representative stated that Rotax does not require an electric pump when fuel is gravity-fed from the wing tanks.