History of Flight
On September 12, 2022, at approximately 1418 central daylight time, a Pipistrel Sinus 912 LSA powered glider, registration N397R, was involved in an accident near Waller, Texas. The glider was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. According to the surviving passenger, the flight departed from David Wayne Hooks Airport (DWH) around 1356, intending to return to its home base at the Soaring Club of Houston (SCOH) glider port (89TA) in Waller, Texas. The en route portion was uneventful. The passenger stated that they approached 89TA from the east at a perpendicular angle, which seemed inconsistent with previous flights. He noted the altitude appeared low considering trees at the approach end of the airstrip. As the pilot began a turn, the passenger felt they would not land safely and yelled, “we are not going to make this.” The glider dropped and seemed to stall. The passenger heard the engine rev up, and the glider collided with the ground.
A resident of SCOH observed the glider approach from the east. She stated its position was consistent with flying the right downwind leg for runway 35. She reported the glider “looked and sounded normal” but did not witness the accident.
Aircraft Information
The powered glider was an all-composite, high-wing monoplane with cantilevered wings, T-tail empennage, and fixed tricycle landing gear. The nose landing gear was integrated into the engine mount, steerable, connected to the pedals, and incorporated an oil-spring shock absorber. The load-bearing structure was carbon fiber composite. The cabin had side-by-side seating, and the aircraft could be flown as a glider or powered glider.
Wreckage and Impact Information
Examination at the accident site revealed the glider impacted the ground in a left-wing-down, nose-low attitude. Debris was scattered about 75 feet from the initial impact point. The front fuselage was mostly destroyed, and the empennage was partially broken away but still attached by sheet metal and flight control cables. The cabin section was largely destroyed.
All flight control cables and rods had continuity from the cockpit to their respective surfaces. Interruptions were consistent with impact damage. Flight controls exhibited bends and fractures (overload) throughout. All connections were secure. Cockpit engine controls were secure, with the throttle control in the full power position. The throttle valve on the engine's fuel control unit was found at full throttle. Fuel was present in the distribution lines. The engine was rotated by hand, establishing continuity from the propeller flange to the rear, with no preimpact anomalies found. The propeller flange was broken and showed torsional twisting. No preimpact anomalies were found with flight controls, airframe, or engine.
Flight Recorders
A Dynon Skyview SV-HDX1100 display unit was removed from the wreckage, appearing undamaged. It was sent to the National Transportation Safety Board laboratory for engine data evaluation. The downloaded data indicated normal engine operation and was consistent with the passenger's statement of the engine revving just before impact.
Medical and Pathological Information
An autopsy of the pilot conducted at the Harris County Institute of Forensic Sciences determined the cause of death as blunt force injuries. The autopsy also revealed moderate to severe atherosclerosis of the cerebral arteries, coronary arteries, and aorta, as well as chronic kidney and lung conditions. Toxicological testing performed by the FAA Forensic Sciences Laboratory detected citalopram in liver tissue and at 1,040 ng/mL in heart blood, along with its metabolite n-desmethylcitalopram. Carboxy-delta-9-THC was detected at 1.8 ng/mL in heart blood and 4 ng/mL in lung tissue.