ERA15FA103

The flight instructor was providing the private pilot with 1 hour of flight experience in the tailwheel airplane to meet insurance company requirements. About 20 minutes after departure, while performing a simulated engine-out approach to landing, the flight instructor allowed the airspeed to decay, and the airplane entered an aerodynamic stall, about 300 ft short of the runway. The airplane impacted the ground in a steep, left-wing-down attitude. The private pilot reported that there were no preimpact mechanical malfunctions or failures with the airplane that would have precluded normal operation.

Emergency Locator Transmitter The airplane was equipped with a Narco model ELT 10 emergency locator transmitter (ELT), which did not activate during the accident sequence. The unit had an internal antenna which could be extended and used manually, if the ELT was to be operated when removed from the airplane. When installed in the airplane, the unit was connected to an airframe mounted antenna via a coaxial cable, and a small insulator was used to activate/select the airframe antenna. The insulator was found out of place and hanging on the coaxial cable, where it would normally be stored when the ELT was removed for servicing. In this condition, the airframe antenna was deactivated. The ELT operated normally when the switch was moved to the "on" position. However, it would not activate by impact when tested by hand, for reasons that could not be determined. The two-seat, high-wing, tailwheel airplane was manufactured in 1946. It was powered by an 85-horsepower Continental Motors C-85-12F engine, equipped with a two-blade fixed pitch propeller. The airplane was not equipped with a stall warning device, nor was one required. The most recent annual inspection was completed on July 1, 2014, at an airframe total time of 2,299 hours. At that time the engine had accrued a total of 2,793 hours, with 582 hours since overhaul. The airplane had accrued 30 additional flight hours since that inspection. On January 16, 2015, about 1120 eastern standard time, a Luscombe 8E, N1745K, was substantially damaged when it impacted a field while on approach to Cameron Field Airport (GA81), Fort Valley, Georgia. The flight instructor was fatally injured and the private pilot receiving instruction was seriously injured. Day visual meteorological conditions prevailed and no flight plan was filed. The instructional flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. The flight departed from the Middle Georgia Regional Airport (MCN), Macon, Georgia, about 1100. The purpose of the flight was to provide the private pilot with 1 hour of flight experience in the airplane to meet insurance company requirements. A witness stated that he observed the airplane as it approached runway 36 at GA81. He said the airplane was "moving a little up and down, like a boat on waves," as if it were "fighting the wind." He said it then pitched steeply upward, and rolled left, then pitched steeply downward and descended near vertically until it impacted the ground. According to the pilot receiving instruction, at the time of the accident the flight instructor was demonstrating a simulated engine-out approach to landing when the airplane "got too slow" and then stalled. He indicated that there were no preimpact mechanical malfunctions or failures with the airframe or engine. The Division of Forensic Sciences, Georgia Bureau of Investigation, performed the autopsy on the flight instructor. The autopsy report listed the cause of death as multiple blunt force trauma.The FAA's Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed toxicological testing on specimens from the flight instructor. The testing was negative for the presence of carbon monoxide, ethanol, and drugs. The 1115 recorded weather observation at the Perry-Houston County Airport (PXE), Perry, Georgia, located 4 miles southeast of the accident site, included clear skies, wind from 330 degrees at 6 knots, and 10 statute miles visibility. The flight instructor, age 78, held a commercial pilot certificate with ratings for airplane single and multiengine land, and instrument airplane. He also held a flight instructor certificate with ratings for airplane single engine and instrument airplane. His most recent Federal Aviation Administration (FAA) third-class medical certificate was issued on June 2, 2014. He reported 7,350 total hours of flight experience as of that date. The flight instructor's logbook was not located. The pilot receiving instruction, age 52, held a private pilot certificate with ratings for airplane single and multiengine land, airplane single engine sea, rotorcraft-helicopter, glider, and instrument airplane. His most recent FAA third-class medical certificate was issued on November 26, 2013. He reported 1,288 total hours of flight experience as of that date. Review of his logbook revealed that he did not have any flight hours in the same make and model as the accident airplane. The accident site was located in a peanut field about 300 feet south of the turf runway threshold, about 100 feet to the right of the extended runway centerline. The wreckage path, which began with a ground scar containing fragments of a red navigation light lens, was oriented along a course of 010 degrees magnetic, about 30 feet in length, and ended at the main wreckage. All major components of the airplane were accounted for at the accident site. The airplane came to rest on its right side, with both wings partially separated from the fuselage. The empennage was buckled just aft of the rear window and displaced toward the left. Flight control continuity was confirmed from each of the flight controls to their respective control surfaces. Both sets of seatbelts remained secured to their anchor points and were intact. The airplane was not equipped with shoulder harnesses, nor were they required. The engine was turned by hand and exhibited continuity from the propeller to the accessory section. Valve action was confirmed on all cylinders, both magnetos produced spark on all four spark plug leads, and thumb compression was confirmed on all cylinders. Both wing fuel tanks contained fuel which was similar in color and odor to 100-low lead aviation fuel. The quantity of fuel was not determined.