History of Flight
On November 18, 2012, at about 1635 central standard time, a Jabiru USA Sport Aircraft, LLC model J250-SP light sport airplane, registration N635J, was substantially damaged when it collided with airport hangars during an aborted landing at Cherokee County Airport (JSO), Jacksonville, Texas. The student pilot, the sole occupant, was fatally injured. The airplane was operated by a private individual under 14 CFR Part 91 without a flight plan. Day visual meteorological conditions prevailed for the local solo-instructional flight, which departed about 1625.
The student pilot's husband, a commercial pilot and former naval aviator, reported that he and his wife had flown together before the accident flight and observed no anomalies. He stated that his wife, who had soloed for the first time earlier that month, wanted to practice solo landings in the traffic pattern. He witnessed the accident flight, which consisted of two landings on runway 14. The first landing appeared flat, consistent with an insufficient flare. After landing, the airplane taxied to the approach end for the next takeoff. On the second landing, the airplane again appeared flat upon touchdown, then bounced. An audible increase in engine power followed. The airplane then entered a nose-high pitch attitude as it began a slow climb, reaching about 100 feet above the runway. Another increase in engine power was heard, and the airplane entered a descending left turn, still in a nose-high attitude with a 60-degree left bank. The husband lost visual contact as it descended toward hangars on the northeast side of the airport.
Two additional witnesses provided similar accounts of the airplane's pitch attitude, engine operation, and flight path after the bounce. They also reported seeing the airplane enter a nose-low, left spin shortly before impact with the hangars.
Pilot Information
The pilot, age 60, held a student pilot certificate issued on August 21, 2012. Her last aviation medical examination was completed that same day, with a third-class medical certificate requiring corrective lenses. FAA records showed no prior accidents, incidents, or enforcement actions.
Her most recent logbook entry was dated November 15, 2012, showing 33.2 hours total flight time, including 0.7 hours as pilot-in-command. All but one flight (completed in a Cessna 150) were in the accident airplane. She had flown 31 hours in the prior 6 months, 18 hours in the previous 90 days, and 7.6 hours in the 30 days before the accident. No flight time was recorded in the 24 hours before the accident. Her logbook contained a flight instructor endorsement, dated November 7, 2012, for solo flight in Jabiru model J250 airplanes.
Since beginning flight training in May 2012, she had completed two solo flights: the first on November 7 (0.5 hours, three landings) and the second on November 15 (0.2 hours, two landings), both in the accident airplane.
Aircraft Information
The accident airplane was a 2008 Jabiru USA Sport Aircraft, LLC model J250-SP light sport airplane, serial number 500. It was powered by a 120-horsepower Jabiru model 3300A reciprocating engine (s/n 33A1536) and equipped with a fixed-pitch, two-blade Sensenich model W60ZK-53 wood propeller. The two-seat airplane had fixed tricycle landing gear and a maximum takeoff weight of 1,320 pounds.
A special airworthiness certificate with operating limitations was issued on February 14, 2008. The airplane had accumulated 357.1 total service hours at the time of the accident. The last condition inspection was completed on April 25, 2012, at 164.6 total airframe hours. A postaccident review of maintenance records found no unresolved airworthiness issues.
Meteorological Information
At 1635, the airport's automated surface observing system reported: wind 100 degrees at 3 knots, visibility 10 miles, sky clear, temperature 18°C, dew point 1°C, and an altimeter setting of 30.25 inches of mercury. Astronomical data indicated local sunset at 1720, about 45 minutes after the accident, with the end of civil twilight at 1746.
Wreckage and Impact Information
A postaccident examination by FAA inspectors confirmed that all airframe structural components were at the accident site. The airplane struck two hangars during the impact sequence. The damage to the hangars and the lack of a debris path were consistent with a near vertical impact angle. Most of the wreckage was in the alleyway between the hangars. The airplane came to rest inverted, about 15 feet above ground level, supported between the structures. Both wings separated from their fuselage attachments and were found beneath the fuselage. The empennage remained attached to the aft fuselage and rested on one hangar roof.
Flight control continuity could not be established due to airframe damage, but all observed flight control system separations were consistent with overstress. Ample fuel was found in both wing fuel tanks. Cylinder compression and suction were noted when the engine was rotated by hand. The examination revealed no evidence of a mechanical malfunction or anomaly that would have precluded normal operation.
Medical and Pathological Information
An autopsy was performed on the pilot on November 19, 2012, at the Southwestern Institute of Forensic Sciences in Dallas, Texas. The cause of death was attributed to multiple blunt-force injuries sustained during the accident.
Toxicology tests performed by the FAA Civil Aerospace Medical Institute (CAMI) on samples obtained during the autopsy detected no carbon monoxide, cyanide, or ethanol. Lidocaine, commonly used as an antiarrhythmic agent in emergencies, was detected in urine samples.