History of Flight
On April 19, 2023, at approximately 1837 central daylight time, an Aero Vodochody L-139 Albatros 2000 airplane, registration N1390A, sustained substantial damage after impacting a tree and terrain near Bridgeport, Texas. The front-seat pilot and rear-seat flight instructor both sustained serious injuries. The flight was conducted as a Title 14 Code of Federal Regulations Part 91 instructional flight for a flight review.
The pilot flew the tandem-seat airplane from Perot Field/Fort Worth Alliance Airport (AFW) to pick up the flight instructor. She reported no memory of the accident flight. ADS-B data indicated that the airplane departed AFW about 1816 and flew northwest toward Bridgeport Municipal Airport (XBP). After overflying XBP, the airplane performed a low approach to runway 18 without landing, then climbed, turned west, and later north over Lake Bridgeport. A teardrop-style turn was executed north of XBP, aligning the airplane south for landing on runway 18. The final ADS-B data points showed gradual decreases in altitude and airspeed while on approach, with the data terminating about 0.42 miles north of the approach end of runway 18.
The airplane struck a large tree on private property, then impacted terrain, additional trees, and a barn before coming to rest upright in a second barn. The impact sequence separated both wings and most of the empennage. First responders extracted both occupants from the wreckage.
The flight instructor reported that a no-flap landing was being practiced. While on a straight-in approach about one mile from runway 18, the airplane encountered a “large flock of large birds.” The instructor, who was not flying, searched for possible bird strike damage to the wings, engine, and empennage. While doing so, he perceived an increasing sink rate and initiated a go-around. As the nose rose, the airplane impacted the top of a large tree. After hitting the tree, the airplane came to rest upright on the ground and slid partially into a barn, about 0.38 miles from the approach end of runway 18. The instructor shut off the fuel supply and used a cellular phone to contact first responders. Due to damage, both canopies could not be opened from inside; responders later extracted both pilots.
A pilot-rated witness on the ramp at XBP observed the airplane during the approach, noting that the main landing gear was up, flaps were retracted, and no abnormal engine noises were heard. She contacted first responders after the airplane disappeared behind a tree line. A review of available radar data for the accident flight could not confirm the presence of birds.
Personnel Information
The pilot held a type rating for the Beechcraft RA-390S and was authorized to operate Aero Vodochody L-39 series airplanes. She satisfactorily completed a pilot-in-command proficiency check in the accident airplane on March 11, 2022.
The flight instructor was authorized to operate various aircraft, including the Aero Vodochody L-29 and L-39 series, British Aircraft Corporation BAC-167 Strikemaster, British Aerospace Hawker Hunter, British Aerospace Jet Provost, and Temco TT-1 series airplanes.
Both pilots wore Bose A20 aviation headsets, which feature active noise cancellation. They were not wearing flight helmets, nor were they required to do so.
Aircraft Information
The airplane was part of the Darkstar Air Racing Team, owned by the pilot. According to the Aero Vodochody L-139 Prototype Aircraft Flight Manual, the L-139 is a single-engine, two-seat subsonic aircraft designed for basic and advanced training, including weapons system and fighter lead-in training. Aero Vodochody confirmed that this was the only L-139 manufactured. The airplane was equipped with a Honeywell N2 Digital Electronic Engine Control unit, which lacked recording capability. It operated under an FAA-approved inspection program and was used for exhibition flights at air shows and races.
Meteorological Information
The calculated density altitude at XBP was 3,120 feet.
Wreckage and Impact Information
The airplane came to rest on a ranch property. During the impact sequence, the wings and empennage separated from the fuselage. Substantial damage occurred to the fuselage, both wings, and empennage. All major structural components were found at the site. The main landing gear was in the retracted position. Leading edge damage was observed on all engine inlet fan blades, with small branches and dirt forward of them. No bird remains were found on the airframe or in the engine.
About 132 gallons of fuel were recovered from the airplane during recovery. Data from an Electronics International MVP-50T engine monitoring unit showed normal engine performance parameters throughout the flight. Engine power increased from 36% to 92% N1 during the last five seconds of recorded data. An NTSB performance study indicated that after the low approach, engine power was reduced during the climb out and was not increased until the airplane was on final approach, approximately 124 feet above field elevation.
Additional Information
The Aero Vodochody L-139 Flight Manual states that for landing with flaps up, approach and landing speed should be increased by 15 KIAS. The FAA Aeronautical Information Manual notes that bird migration occurs mainly from March to April and August to November, and advises avoiding overflight of known bird concentration areas and low-altitude flight during migration.
Department of the Air Force Instruction 91-212 provides guidance that aircrews experiencing en route bird strikes should abort the mission when practicable, as damage from strikes cannot be adequately assessed inflight.
Medical and Pathological Information
Postaccident medical records for the pilot indicated administration of ketamine, fentanyl, and midazolam during her care. Hospital toxicological testing detected amphetamine in urine collected at 2116. FAA Forensic Sciences Laboratory testing found amphetamine at 69 ng/mL in blood collected at 2018 and at 2084 ng/mL in urine collected at 2116. Phenylpropanolamine, a metabolite of amphetamine, was also detected. Other substances were attributable to postaccident medications. Amphetamine is a Schedule II controlled substance and a “do not issue/do not fly” medication per the FAA.
The flight instructor was taken to the hospital by first responders and treated for injuries. No toxicological testing was performed, and NTSB attempts to secure hospital specimens were unsuccessful.