NYC06FA205

A Federal Aviation Administration (FAA) inspector was conducting a reexamination flight of a private pilot, who was involved in a prior landing accident with his motorglider. The FAA inspector reported that he had a couple of hours of motorglider experience, no experience in the accident motorglider make and model, no logbook endorsement for a motorglider, and no experience conducting a practical test or reexamination flight in a motorglider. During the reexamination flight, the FAA inspector initiated an unplanned simulated engine failure during takeoff, about 400 feet agl. The private pilot flew the L/D max speed as he initiated a 30-degree right bank for a 180-degree turn back to the opposite runway. The FAA inspector advised the private pilot to increase the bank to 45-degrees to reach the runway. The private pilot increased the bank, but held a nose-high attitude, and the airspeed began to decrease. The FAA inspector instructed corrective action and repeatedly advised that he was taking control of the motorglider. The private pilot did increase the engine power; however, he froze on the controls, and the motorglider stalled and impacted trees. According to a certified flight instructor (CFI) in motorgliders, the simulated engine failure and turn back to the opposite runway can be completed at 200 feet agl, but the nose must be lowered, as the turn is initiated. During the day prior to the accident, the private pilot successfully performed the maneuver with another CFI at 300 feet agl, and 30 degrees of bank.

History of flight

On August 17, 2006, at 1138 eastern daylight time, a Scheibe SF-28A motorglider, N14KG, was substantially damaged while maneuvering near Canandaigua Airport (D38), Canandaigua, New York. The certificated private pilot was fatally injured, and the airline transport pilot sustained minor injuries. Visual meteorological conditions prevailed for the flight that departed Canandaigua Airport, about 1135. No flight plan was filed for the reexamination flight conducted under 14 CFR Part 91.

The private pilot had been involved in a prior accident, while attempting to abort a landing in a motorglider. He was completing a required reexamination flight under the provisions of 49 U.S.C. 44709, for the airline transport pilot, who was a Federal Aviation Administration (FAA) operations inspector.

The FAA inspector planned to cover the subject areas of takeoffs, landings, and aircraft performance. The FAA inspector stated that he briefed the private pilot on the general description of maneuvers to be performed, and the fact that the private pilot would be pilot in command (PIC) for the flight. The FAA inspector conducted an approximate 90-minute verbal examination with the private pilot, and then proceeded with the flight. The private pilot was seated in the front seat, and the FAA inspector was seated in the rear seat. The private pilot performed steep turns, stalls, and flight at minimum controllable airspeed. The private pilot then completed two full-stop landings on runway 13 at D38, a 3,200-foot-long, 75-foot-wide, asphalt runway. During the third takeoff on runway 13, the FAA inspector simulated an engine failure at approximately 400 feet agl, by reducing the power to idle. The simulated engine failure was unplanned and not previously briefed to the private pilot.

The FAA inspector did not recall the exact maximum lift over drag (L/D max) speed, but believed it was about 50 knots. The private pilot flew about that speed as he initiated a 30-degree right bank for a 180-degree turn to runway 31. The FAA inspector advised the private pilot to increase the bank to 45 degrees to reach the runway. The private pilot increased the bank, but held a nose-high attitude, and the airspeed began to decrease. The FAA inspector instructed corrective action and repeatedly advised that he was taking control of the glider. The private pilot did increase the engine power; however, he "froze" on the controls, and the glider stalled and impacted trees. The inspector further stated that he did not experience any preimpact mechanical malfunctions with the motorglider.

Personnel information

The private pilot held a private pilot certificate, with a rating for gliders, and an endorsement in his pilot logbook for motorgliders. The private pilot did not possess an FAA medical certificate, and was not required to for glider operations.

According to the private pilot's logbook and witness statements, he had accumulated approximately 319 hours of total flight experience; of which, about 100 hours were in motorgliders, including 20 hours in the accident aircraft. The private pilot flew approximately 18 hours during the 90 days preceding the accident, and 13 hours during the 30 days preceding the accident. All of those hours were flown in the accident aircraft.

The FAA inspector held an airline transport pilot certificate, with ratings for airplane multiengine land and numerous air transport category aircraft. The FAA inspector also held a commercial pilot certificate, with ratings for airplane single engine land and gliders. In addition, the FAA inspector held a flight instructor certificate, with ratings for airplane single engine land, airplane multiengine land, instrument airplane, and gliders. The FAA inspector did not have a pilot logbook endorsement for motorgliders.

His most recent FAA second class medical certificate was issued on June 26, 2006.

The FAA inspector reported a total flight experience of 7,537 hours; of which, 110 hours were in gliders. The FAA inspector stated that he had "a couple" of hours in motorgliders, and no experience in the make and model of the accident motorglider. The FAA inspector further stated that he had not previously conducted a practical test or reexamination flight in a motorglider.

Aircraft information

The motorglider was operated under an experimental certificate. It's most recent annual condition inspection was completed on May 4, 2006. At that time, the motorglider had accumulated about 2,894 hours of operation, and the engine had accumulated about 949 hours of operation.

Review of the motorglider's handbook revealed that the L/D max speed was approximately 51 knots.

Meteorological information

The reported weather at D38, at 1145, was: wind from 140 degrees at 5 knots; visibility 10 miles; sky clear; temperature 75 degrees F; dew point 57 degrees F; altimeter 30.29 inches Hg.

Wreckage and impact information

The motorglider came to rest nose-down, in a field about 900 feet southeast of the runway 31 threshold. The motorglider was oriented about a 270-degree heading, and was approximately 787 feet above sea level. A large, partially separated tree was observed about 50 feet south of the wreckage. The right wing of the motorglider was located near the tree. The left wing of the motorglider remained partially attached to the airframe, and both wings exhibited tree-strike damage.

The cockpit area was crushed at the forward seat, and less crush damage was observed at the rear seat. Flight control continuity was confirmed from the left aileron, elevator, elevator trim, and rudder to the rear cockpit controls. Continuity was also confirmed from the right aileron, through the push-pull tubes, to the wing root. The front seat airspeed indicator displayed knots, and the rear seat airspeed indicator displayed kilometers per hour. The front seat altimeter displayed approximately 80 feet and 30.36 in the Kollsman window. The rear seat altimeter displayed approximately 500 feet and 30.41 in the Kollsman window.

The motorglider was equipped with a Limbach 60-horsepower engine. Approximately 4 inches of fuel remained in the single fuel tank. The fuel was consistent in odor with automobile gasoline. A fuel check with water finding paste did not reveal any evidence of water contamination. The engine had separated from the airframe, and the crankshaft was bent. Due to the impact damage to the crankshaft, the propeller could only be rotated about 180 degrees. Partial valve train continuity was confirmed through the 180-degree rotation. The single magneto remained attached to the engine, and was not accessible due to impact damage.

Medical and pathological information

An autopsy was performed on the pilot by the Monroe County Medical Examiner's Office, Rochester, New York. Other than mild to moderate atherosclerosis, the autopsy report did not reveal any evidence of prior heart disease or heart attack.

Toxicological testing was conducted on the pilot at the FAA Toxicology Accident Research Laboratory, Oklahoma City, Oklahoma. Review of the toxicology report revealed:

"...METOPROLOL detected in Blood

METOPROLOL present in Urine

SILDENAFIL present in Blood

SILDENAFIL present in Urine

DESMETHYLSILDENAFIL present in Blood

DESMETHYLSILDENAFIL present in Urine."

Tests and research

A flight instructor flew with the private pilot during the day prior to the accident, in preparation for the reexamination flight. The flight instructor stated that during the flight, the private pilot performed five simulated engine failures successfully. One of the simulated engine failures was performed at 300 feet agl, with a return to the runway, utilizing approximately 30 degrees of bank angle.

Another flight instructor, with more motorglider experience, flew with the private pilot on two prior occasions. The