History of Flight
On December 13, 2012, about 1102 central standard time, an Aerovodochody L-29 "Delfin" airplane, registration N29NR, impacted terrain near Combine, Texas. The commercial rated pilot and passenger sustained fatal injuries, and the airplane was substantially damaged. The aircraft was registered to and operated by CNR Aircraft, Inc., of Dallas, Texas. Day visual meteorological conditions prevailed, and no flight plan was filed for the 14 Code of Federal Regulations Part 91 personal flight. The local flight originated from Lancaster Regional Airport (KLNC), Lancaster, Texas, about 1030.
The accident flight was the airplane's second flight of the day, with the intent of giving the passenger a ride. A witness reported seeing and hearing the airplane before the accident and did not believe it was performing aerobatics. The sound of the engine power change was noticeable; at one point, the nose was higher than the tail. The airplane did not appear to be traveling fast. The witness observed a smoke plume from the ground but did not see the impact.
Personnel Information
The pilot held a commercial pilot certificate for airplane single- and multi-engine land and instrument airplane, along with a flight engineer certificate and authorization for the L-29. A second-class FAA medical certificate was issued on March 28, 2012, with the limitation requiring corrective lenses and glasses for near/intermediate vision. The medical certificate application listed 4,890 total flight hours and 30 hours in the last six months. A review of the pilot's flight log showed a total of 4,996.7 hours, with the last entry on November 17, 2012. The log was endorsed for FAR Part 61.56 and 61.58 flight reviews on March 24, 2012.
Aircraft Information
The accident airplane was an Aerovodochody L-29 "Delfín" jet, a military jet trainer manufactured in Czechoslovakia. Its airworthiness certificate was in the Experimental – Exhibition category. The aircraft featured tandem seating, traditionally with the pilot in front and instructor or passenger in back. The ejection seats were disabled. The airplane was powered by a Motorlet M-701C 500 single-shaft centrifugal turbojet engine. According to maintenance records, the airplane received its annual condition inspection on May 16, 2012, in accordance with FAR 43, Appendix D, and an FAA-approved inspection program. At that time, the airframe had 3,493 total hours, and the engine had 1,394.2 total hours with 399.3 hours since major overhaul.
Meteorological Information
At 1055, the automated weather observation facility at KLNC recorded wind from 180 degrees at 10 knots, visibility 10 miles, clear skies, temperature 52°F, dew point 23°F, and barometric pressure 30.32 inches of mercury.
Communications
The pilot was not in contact with air traffic control, and there were no reported distress calls.
Radar Information
No specific transponder code was assigned; a standard VFR code (1200) from an airplane departing KLNC was consistent with the departure time. Radar track showed the airplane heading southeast away from KLNC. The first plot at 1048:29 indicated altitude 1,300–1,400 feet; at 1049:34, altitude was 1,200 feet. No further returns were recorded until 1118:11, when a single return showed an altitude of 377 feet near the accident location. Subsequent radar returns in the area were attributed to first responders.
Wreckage and Impact Information
FAA inspectors and an NTSB investigator responded to the site. The airplane impacted in a large open field about 350 feet from a river bordering the northern edge. The wreckage path extended northward toward the river. Major components separated on impact and were distributed along the path. The first impact area showed disturbed grass and dirt; grass forward of this point to the wreckage was burnt. About 105 feet from the initial impact, the aft fuselage section was found, with fire and thermal damage, containing the engine. The engine's centrifugal compressor section had impact damage to the lower housing. Approximately 85 feet from the aft fuselage lay the main wreckage, consisting of the remaining fuselage and wings, with heavy fire damage consuming much of the cockpit. The main landing gear and flaps appeared retracted.
Medical and Pathological Information
Autopsies conducted by the Southwestern Institute of Forensic Sciences determined the cause of death for both pilot and passenger as blunt force injuries. FAA toxicology testing on the pilot detected ethanol in muscle (12 mg/dL, mg/hg) but not in the liver, and Valsartan in muscle and liver. The ethanol level was attributed to postmortem production or contamination. Valsartan is used to treat high blood pressure.
Test and Research
A section of the rear canopy was sent to the NTSB Material Laboratory and the Smithsonian Institution's Feather Identification Laboratory for examination. No evidence of bird impact with the canopy was found.