History of Flight
On May 18, 2012, at about 1215 Pacific daylight time, an experimental exhibition Aero Vodochody L-39, registration N39WT, impacted desert terrain approximately half a mile northwest of Boulder City Municipal Airport (BVU) in Boulder City, Nevada. The flight was operated by Mach 1 Aviation and Incredible Adventures under 14 Code of Federal Regulations Part 91. The airline transport pilot and one passenger were fatally injured, and the airplane sustained substantial damage to the fuselage and wing assembly. Visual meteorological conditions prevailed, and no flight plan had been filed for the local adventure flight.
The accident airplane, along with another L-39 (N139CK), had departed Van Nuys Airport (VNY) in Van Nuys, California, about 0730 the same morning. The day's flights were organized to celebrate a birthday for one of eight passengers, featuring a Hollywood Top Gun Adventure flight in two L-39 Albatross jet airplanes. Each flight was scheduled for 45 minutes, with a film provided to each passenger. Two flights occurred uneventfully in the morning, and the accident flight was the third, after a lunch break.
The pilot of the lead airplane reported that takeoff and climb were normal until he heard the accident pilot radio "canopy." The passenger in the lead airplane stated that after takeoff, at about 400 feet above ground level, his pilot instructed the other pilot to stay in formation. He then overheard a mayday call, followed by a canopy call. He observed the accident airplane in a right turn, then level off, followed by a puff of dirt—the impact site. He also saw the accident airplane fly below power lines.
Military helicopter crews inbound to the airport heard the mayday and located the accident site. They landed and attempted to assist. The engine was still running at full thrust. The military crew removed the front canopy but could not shut down the engine; it stopped after about 20 minutes. Rescue personnel found two individuals slumped over inside the airplane. The front canopy was open, but the rear canopy required forced entry.
Witnesses from the birthday party reported being briefed at the airport before the flights. They noted no mechanical issues during the earlier flights.
Personnel Information
The pilot, age 65, held an airline transport pilot certificate issued February 28, 2011, and a flight instructor certificate with ratings for single-engine, multiengine, and instrument airplane, issued June 8, 2011. His second-class medical certificate, dated December 1, 2011, required corrective lenses. His pilot logbook was not available; on his most recent medical application, he reported 5,900 total flight hours with 80 hours in the previous 6 months. According to FAA records, his ATP certificate was subject to an emergency revocation in September 2009, upheld on November 25, 2009, for a period of one year. He was eligible to reapply after September 28, 2010, and the certificate was reissued on February 28, 2011.
Aircraft Information
The two-seat, tandem, low-wing, retractable-gear airplane was an experimental Aero Vodochody L-39 Albatross, serial number 132127, manufactured in 1981. It was powered by an Ivchenko AI-25-TL turbofan engine. The airplane had been purchased on December 10, 2009, with 550 engine hours and 2,440 airframe hours. Maintenance records showed a 50-hour/6-month inspection on January 12, 2012, at 2,459.8 airframe hours, and a 100-hour condition inspection on January 17, 2012, at the same hours. No further entries were recorded. The accident pilot had authorization from the owner to operate the aircraft.
Wreckage and Impact Information
The airplane came to rest intact between two sets of power lines next to an access road. The first identified point of impact showed an impression of the fuselage and wings in dirt adjacent to a berm. The debris field extended about 480 feet. Undercarriage and a gear door were found about 100 feet from the main wreckage. A 25-pound ballast weight was found across the access road, and a 4-foot-deep by 20-foot-wide crater was noted just behind the engine.
Medical and Pathological Information
The NTSB's chief medical officer reviewed records for both occupants and found no evidence of a medical event at the time of the accident. Autopsies by the Clark County Coroner listed the cause of death as multiple blunt force trauma due to aircraft collision with ground for both individuals. The pilot was secured by his safety harness in the front seat, and the passenger in the rear seat. Toxicological testing for the pilot showed no findings for carbon monoxide, cyanide, volatiles, or tested drugs. For the passenger, tests for carbon monoxide and cyanide were negative; volatiles and drug tests were not performed.
Tests and Research
Examination of the wreckage at Air Transport in Phoenix, Arizona, on December 11, 2012, revealed no mechanical anomalies that would have precluded normal operation. Flight control continuity was established. The pilot's canopy handle was in the OPEN position and functioned normally; the rear canopy handle was locked and not movable due to damage. The flap system was set to 25 degrees (takeoff position), and the landing gear was retracted. The throttle position indicator on the fuel control was at 86%. Engine examination showed damage from impact and fire but no pre-existing anomalies.
Instrument panel components—including annunciator panels, a G-meter, and several electronic displays—were examined. The annunciator panel bulb filaments were intact, indicating no loss of electrical power at impact. The G-meter showed no witness marks. Data from the Garmin GPS, TruTrak, and Dynon EFIS were either not recorded or not recoverable.
A video camera recovered from the accident airplane, facing the rear seat, did not record the accident. Video from the lead airplane and airport surveillance showed the taxi, takeoff, and initial climb.
Additional Information
The flight manual specified that a red canopy unlocked light illuminates when a canopy is not locked. Emergency procedures for an open canopy included reducing airspeed to 145 knots indicated, descending below 10,000 feet, and landing as soon as practical. The operating limitations for the airplane, dated March 24, 2011, included restrictions on carrying persons not essential for exhibition or similar productions, and required operation under Part 91 and the program letter.