History of Flight
On June 11, 2013, at 0038 central daylight time, a Pipistrel LSA SRL Alpha Trainer light sport airplane, N477PA, impacted terrain 22 miles north of Pampa, Texas, following a loss of engine power. The airplane was on a positioning flight under 14 Code of Federal Regulations Part 91, originating from Anderson Municipal Airport – Darlington Field (KAID), Anderson, Indiana, on June 10, 2013, at 1336, with a destination of Hutchinson County Airport (KBGD), Borger, Texas. The flight was intended to transport the airplane to Moriarty, New Mexico, for repair of composite material behind the main landing gear.
The two occupants were an airline transport pilot (ATP) and a commercial pilot. The commercial pilot sat in the left seat; the ATP sat in the right seat. Both pilots alternated flying duties. The flight made fuel stops in Mexico, Missouri, and Eldorado, Kansas. During the stop in Mexico, the ATP experienced difficulty restarting the engine and called Pipistrel for assistance; after removing the cowling to cool the engine, they restarted it after 15 to 20 minutes.
Departing Eldorado around 2115, the last leg lasted about 3 hours 30 minutes according to GPS data. At approximately 0030, the fuel gauge read near empty, with the destination about 10 minutes away. About five minutes later, the engine lost power. The ATP took control, turned on the emergency locator transmitter, set radio to 121.5, and declared a Mayday. No response was heard. The ATP attempted to glide to a nearby airstrip but realized they would not reach it. Both pilots agreed to deploy the ballistic recovery parachute, which the commercial pilot activated at an estimated altitude between 3,500 and 3,100 feet mean sea level (200 to 400 feet above ground level). About 5 to 10 seconds later, the airplane impacted the ground. The commercial pilot described the initial impact as "brutal," with the nose pitching up, followed by a sense of flipping.
Aircraft and Fuel Considerations
The accident airplane was a 2012 Pipistrel LSA SRA Alpha Trainer (serial number 453 AT 912 LSA), powered by a Rotax 912 UL2 engine rated at 80 horsepower, with a two-blade fixed-pitch wooden propeller. It was registered with a special airworthiness certificate for experimental light sport operations. The airplane was not certified for night operations—a placard on the switch panel stated "NOT APPROVED FOR NIGHT FLIGHT," and the cockpit lacked lighting.
Fuel capacity discrepancies were noted. The Pipistrel Pilot's Operating Handbook (POH) Revision 1, which accompanied the airplane at delivery, listed total fuel capacity as 15 US gallons and usable as 14.5 gallons. However, later Revision 4 (provided by Pipistrel) specified 13.2 total and 12.7 usable gallons. The airplane's owner stated that fuel placards did not arrive with the aircraft; the ATP created a label indicating 15 gallons total and 14.5 usable. Post-accident, Pipistrel notified owners worldwide of the error and issued the correct POH revision on August 12, 2013.
Investigators estimated fuel requirements for the last leg based on POH fuel flow of 3.6 gallons per hour at cruise. The flight distance of about 260 nautical miles at an average GPS ground speed of 72 knots would have required at least 13.2 gallons to reach the destination. At the time of engine power loss, the flight had consumed an estimated minimum of 12.0 gallons. No fuel was found in the fuel pump or tank after the crash; the fuel tank was not impact damaged.
Wreckage and Impact
The accident site was in hilly desert canyon terrain at an elevation of 2,700 feet mean sea level, vegetated with short grass, sagebrush, and yucca. The horizontal stabilizer and elevator assembly were found about 500 feet from the initial impact point. A debris field extended 1.7 miles. The main wreckage, consisting of the fuselage, engine, wings, empennage, and canopy, came to rest entangled in a barbed wire fence. The empennage partially separated but remained attached through flight controls. The canopy remained attached. The fuel tank had no impact damage and contained only about one tablespoon of fuel. The instrument panel was not impact damaged; the fuel gauge read empty, and the Hobbs meter showed 32.6 hours total time.
The airplane was equipped with a Galaxy Rescue System (GRS) ballistic parachute. According to the POH, the system deploys in 0.4 to 0.7 seconds, and the canopy inflates fully in about 3.2 seconds. The GRS instruction manual stated a minimum deployment height range of 100 to 250 feet, depending on configuration and speed. The POH did not provide a recommended deployment altitude.
Personnel Information
The ATP, age 64, held an airline transport pilot certificate with multiengine land rating, and commercial and flight instructor ratings. His most recent FAA medical certificate was denied in 2008 after appeal; no further applications were made. At the time of his last application, he reported 24,215 total hours, with 6 hours in the previous 6 months. The commercial pilot, age 22, held commercial and flight instructor certificates with single-engine and instrument ratings. His logbook indicated 388.6 total hours, including 28 hours of night flight, with 3.4 hours in the previous 90 days. He had no time in the accident make and model.
The ATP's autopsy revealed blunt force injuries as the cause of death. Findings included an enlarged heart (675 grams) with concentric ventricular hypertrophy and three-vessel coronary artery bypass grafting. Toxicological tests detected citalopram, metoprolol, and valsartan, prescribed for depression and hypertension, respectively. He had a prior history of stroke, diabetes, and depression. The commercial pilot was seriously injured; toxicology showed medications consistent with emergency medical treatment post-accident.