What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
It was stated by the student pilot that him and his instructor were working on commercial asel maneuvers. The flight departed from daytona beach international airport (kdab) and proceeded to do touch and goes landings at flagler airport (kfin). Departed kfin to the northwest and practice several maneuvers before they started practicing simulated emergencies, including simulated engine out procedures. For their second attempt they climbed to about 4000 feet. Then, they practice a simulated engine fire, and the emergency check list was completed by 2000 feet. After several turns, it was decided to do the approach to the Pierson Municipal Airport (2J8), at that time the scenario was completed. Then the instructor introduced another engine failure. The student completed a steep spiral to lose altitude from 2300 to 1200 feet and joined left downwind for runway 23.
I was then when the instructor call “my controls” due to a high temperature indication.
The instructor made a sharp base to final turn and made a mayday call.
Airplane was high and fast on short final. The instructor performed a forward slip to land to try to lose altitude. It appears that the airplane was high and fast (about 80-90 KTS according to the student pilot) over the short final.
The private pilot (student) stated that propeller was still rotating and according to him loss of engine power did not take place. The touchdown occurred past ½ way down the runway -runway length is 2600 feet-.
Touchdwon ocurred past 1/2 way down the runway. Student pilot stated that brakes were not utilized after the landing.
The airplane came to rest inverted into a ditch.
Based on the data log it appears this was a case of heat soak. The continued climbed up to altitude and then pulled back to idle to perform maneuvers back down to a lower altitude without letting the engine cool down before climbing back.
The data log from the airplane shows the progressive increase in oil temp each time they pulled back to idle. It just kept increasing a little more every time until the annunciator came on.
All oil parameters were within range 322 ohm @ 119 degrees / 373 ohm @ 111 degrees / 108 ohm @ 108 degrees / 444.7 ohm @ 104.2 degrees / 497.9 ohm @ 99.7 degrees.
Engine run-up: satisfactory.
As the FAA filed it
IT WAS STATED BY THE STUDENT PILOT THAT HIM AND HIS INSTRUCTOR WERE WORKING ON COMMERCIAL ASEL MANEUVERS. THE FLIGHT DEPARTED FROM DAYTONA BEACH INTERNATIONAL AIRPORT (KDAB) AND PROCEEDED TO DO TOUCH AND GOES LANDINGS AT FLAGLER AIRPORT (KFIN). DEPARTED KFIN TO THE NORTHWEST AND PRACTICE SEVERAL MANEUVERS BEFORE THEY STARTED PRACTICING SIMULATED EMERGENCIES, INCLUDING SIMULATED ENGINE OUT PROCEDURES. FOR THEIR SECOND ATTEMPT THEY CLIMBED TO ABOUT 4000 FEET. THEN, THEY PRACTICE A SIMULATED ENGINE FIRE, AND THE EMERGENCY CHECK LIST WAS COMPLETED BY 2000 FEET. AFTER SEVERAL TURNS, IT WAS DECIDED TO DO THE APPROACH TO THE PIERSON MUNICIPAL AIRPORT (2J8), AT THAT TIME THE SCENARIO WAS COMPLETED. THEN THE INSTRUCTOR INTRODUCED ANOTHER ENGINE FAILURE. THE STUDENT COMPLETED A STEEP SPIRAL TO LOSE ALTITUDE FROM 2300 TO 1200 FEET AND JOINED LEFT DOWNWIND FOR RUNWAY 23.
I WAS THEN WHEN THE INSTRUCTOR CALL “MY CONTROLS” DUE TO A HIGH TEMPERATURE INDICATION.
THE INSTRUCTOR MADE A SHARP BASE TO FINAL TURN AND MADE A MAYDAY CALL.
AIRPLANE WAS HIGH AND FAST ON SHORT FINAL. THE INSTRUCTOR PERFORMED A FORWARD SLIP TO LAND TO TRY TO LOSE ALTITUDE. IT APPEARS THAT THE AIRPLANE WAS HIGH AND FAST (ABOUT 80-90 KTS ACCORDING TO THE STUDENT PILOT) OVER THE SHORT FINAL.
THE PRIVATE PILOT (STUDENT) STATED THAT PROPELLER WAS STILL ROTATING AND ACCORDING TO HIM LOSS OF ENGINE POWER DID NOT TAKE PLACE. THE TOUCHDOWN OCCURRED PAST ½ WAY DOWN THE RUNWAY -RUNWAY LENGTH IS 2600 FEET-.
TOUCHDWON OCURRED PAST 1/2 WAY DOWN THE RUNWAY. STUDENT PILOT STATED THAT BRAKES WERE NOT UTILIZED AFTER THE LANDING.
THE AIRPLANE CAME TO REST INVERTED INTO A DITCH.
BASED ON THE DATA LOG IT APPEARS THIS WAS A CASE OF HEAT SOAK. THE CONTINUED CLIMBED UP TO ALTITUDE AND THEN PULLED BACK TO IDLE TO PERFORM MANEUVERS BACK DOWN TO A LOWER ALTITUDE WITHOUT LETTING THE ENGINE COOL DOWN BEFORE CLIMBING BACK.
THE DATA LOG FROM THE AIRPLANE SHOWS THE PROGRESSIVE INCREASE IN OIL TEMP EACH TIME THEY PULLED BACK TO IDLE. IT JUST KEPT INCREASING A LITTLE MORE EVERY TIME UNTIL THE ANNUNCIATOR CAME ON.
ALL OIL PARAMETERS WERE WITHIN RANGE 322 OHM @ 119 DEGREES / 373 OHM @ 111 DEGREES / 108 OHM @ 108 DEGREES / 444.7 OHM @ 104.2 DEGREES / 497.9 OHM @ 99.7 DEGREES.
ENGINE RUN-UP: SATISFACTORY.
NTSB investigation
The NTSB’s investigation of this event, with its probable cause and findings. Matched to this report by N-number and date.
Other reports on N1254D · 1
Matched to the same aircraft by N-number and date.