History of Flight
On August 18, 2017, at approximately 1100 eastern daylight time, a Costruzioni Aeronautiche Tecnam P-2004 Bravo, registration N319TA, was substantially damaged during a forced landing near Quinton, Virginia. The flight instructor was fatally injured, and the commercial pilot receiving instruction sustained minor injuries. The airplane was registered to Mid Atlantic Air Adventures, Inc. and operated by New Kent Flight Center as a Title 14 Code of Federal Regulations Part 91 instructional flight. Visual meteorological conditions prevailed, and no flight plan was filed. The local flight departed New Kent County Airport (W96) about 1030.
The commercial pilot reported that this was his first instructional flight in the airplane make and model. The pilots performed a preflight inspection using checklists, which revealed no anomalies. Both fuel tanks were checked; the left indicated half full and the right slightly more than half full. The instructor stated they would remain in the traffic pattern until weather improved. After completing runup and pretakeoff checklists, they departed runway 29. The commercial pilot believed they completed three takeoffs and touch-and-goes on runway 29. Following the last takeoff, as the commercial pilot initiated a left climbing turn to the crosswind leg at about 600 ft mean sea level (msl), the engine power ceased.
The flight instructor took control and attempted to restart the engine, but the propeller was frozen and the engine did not restart. The airport was over 1 mile away, so they conducted a forced landing on a horse pasture bordering two 5-foot fences. The airplane collided with the first fence before landing, then struck another fence before coming to rest on a gravel road.
Personnel Information
According to Federal Aviation Administration (FAA) records, the flight instructor held a commercial pilot certificate with ratings for airplane multiengine land, airplane single-engine land, and instrument airplane; a flight instructor certificate with ratings for airplane single engine and instrument airplane; and a mechanic certificate with powerplant rating. His most recent first-class FAA medical certificate was issued on December 6, 2016, with a limitation for corrective lenses. He reported 4,800 total flight hours, with 350 hours in the previous 6 months.
The pilot receiving instruction held a commercial pilot certificate with ratings for airplane multiengine land, airplane single-engine land, and instrument airplane. His most recent second-class FAA medical certificate was issued on August 2, 2017, with a limitation for corrective lenses. He reported 256 total civilian flight hours and over 6,050 hours of military flight experience.
Aircraft Information
The airplane was a special light sport airplane, two-place, high-wing, with a two-blade fixed pitch propeller driven by a Rotax 912 100 horsepower engine. It received its airworthiness certificate on April 24, 2008.
Maintenance records indicated that at the last 100-hour inspection on July 10, 2017, the airplane had 1,164.5 total hours; the engine had 599.3 hours. All cylinder compressions were normal, oil changed, oil filter inspected, spark plugs removed and reinstalled with no discrepancies. The previous 100-hour inspection on June 15, 2016 showed 176.5 tachometer hours and 535.5 engine hours; spark plugs were replaced and carburetors rebuilt.
The maintenance manual required spark plug inspection every 100 hours and replacement every 200 hours, or every 100 hours if leaded fuel was used more than 30% of operational time. Oil and filter replacement was required every 50 hours, with filter examination for contaminants. Records indicated these intervals were followed.
The owner could not confirm if 100LL aviation fuel was used regularly, but reported that in May 2017, the operator purchased 25 gallons of 100LL on two occasions. Blue 100LL fuel was recovered from the airplane after the accident. Between the last inspection and the accident flight, 38.3 hours had elapsed; the 50-hour inspection and oil change was due in 12.3 hours.
Meteorological Information
The 1055 automated observation at W96, 1 mile east-northeast of the accident site, reported wind from 180° at 5 knots, visibility 10 miles, overcast ceiling at 1,400 ft above ground level, temperature 28°C, dewpoint 26°C, and altimeter setting 29.90 inches of mercury.
Wreckage and Impact Information
The airplane struck a wooden fence just before touchdown, shearing one landing gear. It slid about 200 ft before hitting another wooden fence, damaging the fuselage, empennage, engine, and wings. The left wing fuel tank was compromised. The airplane continued another 50 ft and came to rest on a gravel road on a magnetic heading of 315°. A fence board entered the engine compartment, punctured the firewall and instrument panel, and entered the cockpit.
One propeller blade separated about 14 inches from the hub; the opposing blade was cracked but intact.
The engine was examined at a salvage facility. It remained attached to deformed mounts. The No. 2 and No. 4 cylinder carburetor was displaced; several wires and hoses, including the fuel return line, were separated. Exhaust pipes were separated at the muffler. The engine could not be rotated by hand or starter. Ignition system was in good condition.
Spark plugs from cylinders 1, 2, and 3 showed rust-colored material and significant lead fouling; No. 4 plugs appeared normal. The fuel pump produced water when tested. The fuel return line was disconnected at its attachment. The carburetor for cylinders 1 and 3 contained water in the float bowl, and its rubber diaphragm was incorrectly installed, protruding from the side and 180° from proper position. The carburetor for cylinders 2 and 4 also contained water. The gascolator contained unknown contaminant consistent with corrosion. Water was found in the right wing tank fuel. The fuel filter was 30% blocked with sediment.
The reduction gearbox showed no anomalies. The No. 2 cylinder head was removed, revealing combustion residue on the piston and cylinder, preventing crankshaft rotation. After removal, the crankshaft could rotate. Analysis of contamination from spark plugs and piston showed 95% lead, 3% zinc, and 2% bismuth.
The airplane was equipped with an Advanced Flight Systems AF-3000 EFIS; its memory card contained no accident-related data.
Medical and Pathological Information
An autopsy of the flight instructor was performed by the Office of the Chief Medical Examiner of Virginia. The cause of death was listed as injuries consistent with being struck by the fence board that entered the cockpit. Toxicology testing identified ketamine, norketamine, etomidate, and midazolam, consistent with postaccident medical treatment.