N418AP

HISTORY OF FLIGHT

On October 23, 2004, approximately 1240 Pacific daylight time, an AMS Flight Carat A motorized glider broke apart in flight and impacted terrain near Minden, Nevada. The glider was registered to, and operated by, the pilot. The airline transport pilot, the sole occupant, was fatally injured. The glider was destroyed. Visual meteorological conditions prevailed, and a flight plan was not filed for the local flight. The flight departed the Minden-Tahoe Airport, Minden, Nevada, approximately 1220.

According to an acquaintance of the pilot, who was also a glider pilot, the accident pilot spoke with him while they were on the ramp area at the Minden-Tahoe Airport. The pilot indicated he was going flying and the acquaintance stated that the waves were closing up. The pilot said it would be a short flight. The acquaintance was familiar with the pilot and his aircraft, and was aware that his oxygen tank was not filled. He offered his oxygen, but the pilot declined, again indicating that it was going to be a short flight. The acquaintance further stated that the pilot did not have a parachute with him. The acquaintance additionally noted that he observed a gap between the wave clouds, which was opening and closing at a noticeably rapid rate.

A review of the aircraft's radar data obtained from Reno's Airport Surveillance Radar (ASR-9) revealed the glider initially flew northbound, parallel to, but west of, U.S. route 395 [route 395 is a north-south route that runs between Minden and Carson City, Nevada]. As the glider reached the southern end of Carson City, it reversed course and traveled southbound on the east side of route 395 for about 3.5 nautical miles. The glider's radar track then shifted west until it was over route 395. The track continued south over route 395 for about 1.5 nautical miles before it veered to the east-northeast. The last 10 radar returns depicted an aircraft track consisting of two, right, 360-degree spiraling turns with the following associated altitudes:

1. 1244:45 14,600 feet

2. 1245:04 14,200 feet

3. 1245:09 13,700 feet

4. 1245:14 12,800 feet

5. 1245:18 12,100 feet

6. 1245:23 12,100 feet

7. 1245:28 12,100 feet

8. 1245:32 11,400 feet

9. 1245:37 10,400 feet

10. 1245:42 9,200 feet

Douglas County sheriff's office personnel interviewed seven witnesses regarding their observations of the accident. Three of the witnesses mentioned hearing an engine rev up and down prior to hearing a loud bang. All of the witnesses heard a loud bang. Four looked up and observed an airplane falling out of the base of the clouds. One of the witnesses estimated the cloud height to be approximately 5,000 feet. This same witness indicated that as the fuselage fell out of the cloud, one of the wings remained attached until approximately 3,000 feet. All of the witnesses described seeing debris flutter to the ground following the impact of the fuselage.

PERSONNEL INFORMATION

The pilot held an airline transport pilot certificate with single engine land, multiengine land, and instrument airplane ratings. Under the airline transport pilot certificate, the pilot also acquired type ratings in Boeing 737, 757, and 767 transport category airplanes. In addition, he had commercial pilot privileges for gliders. The pilot's family was unable to locate his logbooks. He was a retired pilot for United Airlines, and according to an insurance application dated July 9, 2004, he had accumulated a total of 12,000+ hours of flight time. His application indicated he accrued a total of 202 glider flight hours, of which 169 hours were listed as motorglider. According to acquaintances of the pilot, he accumulated about 85 hours in the accident glider make and model [totaling approximately 254 motorglider hours].

The pilot did not hold a current Federal Aviation Administration (FAA) issued medical certificate. His last medical was a first-class medical certificate, which was issued on July 17, 1995. According to 14 CFR Part 61.23 (b), Operations Not Requiring a Medical Certificate, a person is not required to hold a valid medical certificate if they are exercising the privileges of a pilot certificate with a glider category or balloon class rating. The FAA defines a glider as a heavier-than-air aircraft, that is supported in flight by the dynamic reaction of the air against its lifting surfaces and whose free flight does not depend principally on an engine.

AIRCRAFT INFORMATION

The single-seat, motorized, composite glider, serial number CA012, was type certificated in Germany as a motorglider. However, since it has not yet been approved for a standard certification in the U.S., the pilot obtained a special airworthiness certificate in the form of an experimental (glider) designation from an FAA designated airworthiness representative (DAR) for the purpose of "exhibition/air racing." According to a letter written by the pilot, dated September 7, 2004, the glider was "intended to be flown in pursuit of Soaring Society of America (SSA) and Federation Aeronautique International (FAI) records and sponsored contests. In addition, the glider will be flown for proficiency and practice for these events. Also, as a new type of factory built motor glider, the machine will be statically displayed at air shows and aircraft conventions." The letter terminated by indicating, "all flights in this glider will be operated in day VFR [visual flight rules] under Visual Flight Rules." There are 11 registered AMS Flight Carat A gliders in the U.S. as of this report's writing.

The AMS Flight Carat A glider is constructed from fiber reinforced plastic (FRP) composites, featuring aileron, airbrake, elevator, and rudder flight controls in a T-tail configuration (with fixed horizontal stabilizer and two-piece elevator). The manufacturing process uses a lay-up of composite material plies and epoxy resins. The flight controls are all push-pull tubes except for the rudder, which is controlled via cables. The airbrakes are a single panel mounted aft of the main spar, but inboard of each aileron. The airbrakes consist of a red metal panel that when deployed disrupts the flow of air over the wings thereby inducing drag. When stowed, the airbrakes are hidden beneath the surface of the wings by a composite cover that fairs the slot opening for the airbrake with the upper surface of the wing. During deployment the airbrakes extend above the surface of the wing; an action controlled by push/pull tubes that are connected to the cockpit controls.

The glider utilizes two composite wings that are interconnected by a wing pin located under the seat pan. The wing roots slide into slots located on the bottom sides of the glider. The root of each spar contains a stainless steal pin (oriented parallel to the lateral axis of the glider) that slides into a cylindrical fitting located in the opposite wing. When those wing root pins are inserted into the other wing, the stainless steal locking pin (oriented along the longitudinal axis of the glider) can then slide into both wing spars, locking them together in the center of the glider. In addition, there is a fore and aft lift pin for each wing (also oriented parallel to the lateral axis of the glider) that slide into receptors located in the fuselage. With the wings connected to each other and the fuselage, the aileron and spoiler flight controls are automatically connected and engaged via a roller and roller adapter connection (no additional flight control connection is required).

The glider's wingspan equated to 49.2 feet and the total wing area amounted to 114 square feet. Information provided by the manufacturer indicated that the airfoil had an aspect ratio of 21.3. The wing loading was 7.5 to 9.1 pounds per square foot and the limit maneuvering load factor was +5.3 g and -2.65 g. The glider's maneuvering speed was 100 knots with a never exceed speed of 135 knots.

The main I-beam wing spars are comprised of a foam core web section sandwiched on each side by glass fiber material. The spar caps on the inboard section of wing are constructed from a carbon fiber and divert to a glass fiber spar cap construction for the outboard sections of the wings. The spar caps are primarily made of unidirectional carbon/graphite epoxy material and the shear webs are made of ±45° fiberglass. The skin panels are sandwich structures; foam core and glass fabric epoxy face-sheets. The skin panels consists of many layers of ±45° fabric to resist twisting and serve as a "torque box."

The horizontal stabilizer (with elevator attached) connects to the vertical stabilizer via an automatic locking bolt. The elevator is connected to the elevator control system via two male pins, which slide into orifices manufactured into the elevator control tube located in the horizontal stabilizer.

The glider was equipped with a 54-horsepower Sauer SE 1800 H1S engine (serial number 267). It was propelled by a composite two-blade propeller that folded forward against the air stream by means of two damping gas springs when the engine is shutoff at speeds below 48 knots. When the engine is started, centrifugal forces open the propeller. The glider also utilized retractable main landing gear that fold forward toward the aft end of the engine. The airplane was not equipped with gyro instruments.

According to acquaintances of the pilot, he purchased the glider in August 2004, and accumulated approximately 85 hours of flight time in the accident glider. Aircraft maintenance records were not located for the glider or its engine.

METEOROLOGICAL INFORMATION

At 1153, the Lake Tahoe Airport (TVL) weather observation facility, located approximately 12 miles southwest of the accident site, reported the wind from 170 degrees at 12 knots with gusts to 19 knot;, visibility 10 statute miles in light rain; broken clouds at 2,100 feet above ground level (agl) and o...