LAX04LA053

During an airplane check-out flight, the certified flight instructor (CFI) required the recently certificated second pilot to perform a simulated forced landing. During the maneuver, the airplane impacted a berm in desert terrain when the CFI attempted to terminate the demonstration at too low an altitude. The CFI initiated the instructional lesson about 3,500 feet above ground level by directing the second pilot, who had about 80 hours of total flying experience, to close the engine's throttle. The pilot complied with the CFI's instructions. The engine's throttle was cleared several times during the descent, and the engine's speed increased without incident. Upon descending between 400 and 500 feet agl, full engine power was applied to terminate the simulation. However, immediately after the second pilot applied engine power, the CFI fully retarded the engine's throttle, indicated that he desired to continue the descent to within 20 feet of the ground, and took the airplane's controls. When the airplane was approximately 15 to 20 feet agl, the CFI increased engine power. There was a momentary delay before the engine's power was reacquired during which the CFI banked the airplane to the left. During the turn, the airplane's left wing, nose gear, and fuselage impacted the ground hard. The president of the company that operated the airplane reported that company policy required engine-out simulations, such as the one that was performed by the CFI, to be terminated no lower than 500 feet agl. Also, there should always be a suitable field nearby in the event a forced landing becomes necessary if engine power is not reacquired during the simulation.

On November 24, 2003, about 1445 mountain standard time, a Cessna 172P, N97056, collided with a berm in desert terrain during an attempted go-around from a simulated forced landing. The accident site was about 7 nautical miles northeast of Fountain Hills, Arizona. The airplane was operated by Sawyer Aviation Training Center, Inc., Scottsdale, Arizona, and it was substantially damaged. The commercial pilot possessed a certified flight instructor (CFI) certificate, and the second pilot possessed a private pilot certificate. Both pilots sustained minor injuries. Visual meteorological conditions prevailed, and no flight plan was filed. The local area instructional flight was performed under the provisions of 14 CFR Part 91 and originated from Scottsdale about 1400.

The CFI verbally reported to the National Transportation Safety Board investigator that during the flight he was providing a check-out in the Cessna 172 to the recently certificated private pilot. Both wing fuel tanks had been filled prior to commencement of the flight. In part, the check-out involved reviewing the procedures to be followed in the event of a total loss of engine power. When the accident occurred, the CFI was in the process of simulating a forced landing following an engine power loss event over the 1,600-foot mean sea level uneven desert terrain.

The maneuver commenced about 3,500 feet above ground level (agl), when the CFI directed the second pilot to simulate a total loss of engine power. The engine's throttle was closed. As the student maneuvered the descending airplane to the forced landing site, the CFI stated that he "cleared" the engine two times by applying partial engine power. The CFI stated that he last cleared the engine about 1,000 feet agl. During this event, the engine's speed increased to approximately 2,000 rpm for a few seconds. Nothing unusual was noted, and the CFI allowed the airplane to descend toward the dry wash area that he had identified.

The second pilot reported that on November 20, 2003, he had been issued a private pilot certificate. Most of his training was obtained flying a Cessna 152. During the accident flight, he was receiving a check-out in the Cessna 172. His total flying experience was about 80 hours. Unlike the CFI, from whom no "Pilot/Operator Accident Report," NTSB form #6120.1/2, or written statement has been received, the second pilot provided the Safety Board investigator with a written statement in which he described the sequence of events during the accident flight.

In pertinent part, the second pilot reported that during the simulated forced landing, upon descending between 400 and 500 feet agl, he added full engine power to terminate the simulation. The CFI immediately fully retarded the engine's throttle, indicated that he desired to continue the descent to within 20 feet of the ground, and took the airplane's controls. When the airplane was approximately 15 to 20 feet agl, the CFI increased engine power. There was a momentary delay before the engine's power was reacquired during which the CFI banked the airplane to the left. During the turn, the airplane's left wing, nose gear, and fuselage impacted the ground hard, and the emergency locator transmitter beacon activated.

The president of the company that operated the airplane subsequently advised the Safety Board investigator that, prior to departure, there were no outstanding squawks or maintenance issues with the airplane. The president indicated that company policy requires engine-out simulations, such as the one that was performed by the CFI, to be terminated no lower than 500 feet agl. Also, there should always be a suitable field nearby in the event a forced landing becomes necessary if engine power is not reacquired during the maneuver.