N63PA

HISTORY OF FLIGHT

On September 21, 2005, at 1132 central daylight time, a single-engine Diamond Aircraft Industries DA20-C1 airplane, N63PA, was destroyed upon impact with terrain following an in-flight collision with power lines while maneuvering near Pleasanton, Texas. The certificated flight instructor (CFI) and non-certificated student receiving instruction sustained fatal injuries. The airplane was registered to Flying Monsters, Inc., of Plano, Texas, and was being operated by Check-Six Aviation, of San Antonio, Texas. Visual meteorological conditions prevailed and a flight plan was not filed for the instructional flight conducted under 14 Code of Federal Regulations Part 91. The local flight originated from the Stinson Municipal Airport (SSF), near San Antonio, Texas, approximately 1048.

The student, a 2005 graduate of the United States Air Force Academy who was a commissioned Air Force officer, was enrolled in a government undergraduate pilot training flight program that provided 50-hours of introductory flight training. The Introductory Flight Training program is taught by Check-Six Aviation, an Federal Aviation Administration (FAA) Part 61 certificated flight school. The program requires all candidates to solo prior to 25 flight hours, and to earn their private pilot certificate within 50 consecutive flight hours. An FAA third-class student medical certificate is also required prior to solo; however, the student had not yet received the student pilot certificate. The accident flight was the student's second flight, after receiving 1.2-hours flight time on the first flight on September 20, 2005. During her first flight the CFI demonstrated maneuvers and procedures for the student, including collision avoidance techniques.

The student sustained serious thermal injuries during the accident, but was able to give a recorded statement on October 8, 2005, to safety personnel from the Air Force Safety Center (AFSC). On January 10, 2006, the student succumbed to the accident injuries. The following excerpts were taken from the transcribed recorded statement:

The student stated that the flight instructor, who was flying the airplane, was demonstrating a forced landing by simulating a loss of engine power. The flight instructor simulated the maneuver by retarding the engine to idle. After completing the checklist, the flight instructor continued the demonstration by selecting a strip of farmland and positioning the airplane for the simulated forced landing. The student noticed that the airstrip was really short, and remembered hearing the flight instructor say how this "probably wasn't the best piece to pick; and on our way back up, in front of us I could see power lines." She added "there was a real loud noise when we hit them.... I don't really remember much that happened after that."

When asked by the AFSC personnel about the altitude of the airplane when the approach was made, her answer was, "really close, it was almost as if we were going to land; I don't remember how high an altitude it was though." The student added, "I remember thinking the people who live here are probably wondering why we were buzzing their house or something like that, cause we were really, I think we were that low."

Another question asked by the AFSC personnel was about problems with either the airplane or engine, the answer was, "not really, we were fine."

The flight school stated that the flight training/practice area is normally conducted within a triangular area from SSF south to Pleasanton, Texas, northeast to Floresville, Texas, and back to SSF. The area is locally referred to as the "south practice area," and the altitude may extend up to 9,000 feet; however, the airspace and altitude are training guidelines and not fixed parameters.

A representative from American Electric Power (AEP) reported an electric power interruption at 1132 CDT, before arriving on-scene to repair two of five overhead power lines that were severed. The power company also stated that the 60-foot poles supporting the power lines are planted approximately nine feet into the ground, leaving 51 feet above grade level. The top two cables (about 0.37 inches in diameter) were shield lines, which do not carry line voltage; they were not damaged. The lower three cables (about 0.62 inches in diameter) were phase conductors, and are approximately the same height above the ground. The two cables nearest the wreckage were the ones severed. The estimated height above the ground of the severed cables, which included cable sag, was approximately 30 feet.

The flight was not in contact with Air Traffic Control (ATC) at the time of the accident. No radio transmissions or distress calls were received from the aircraft. There were no reported eyewitnesses to the accident.

PERSONNEL INFORMATION

The 64-year old CFI, held an airplane single-engine land rating and an airline transport certificate with airplane single-engine land and multi-engine land ratings. The CFI also held an instrument airplane rating.

The CFI's most recent FAA second-class medical certificate was issued on September 8, 2005, with the restriction of "holder shall possess glasses for near and intermediate vision." The pilot reported on the medical application that he had accumulated 5,406 hours of total flight time. The CFI was reported to be seated on the right seat of the side-by-side trainer.

AIRCRAFT INFORMATION

The 2004-model low-wing, two-place side-by-side composite airplane, serial number (S/N) C0269, featured a fixed tricycle landing gear. The airplane was powered by a single Teledyne Continental IO-240-B3B four-cylinder, horizontally opposed, fuel injected engine, S/N 650052, rated at 125 horsepower. The fixed pitch, two-bladed wood propeller, model W69EK7-63 was manufactured by the Sensenich Wood Propeller Company.

According to the airframe and engine logbooks, the airplane's most recent Diamond 100-hour aircraft maintenance inspection, which included de engine and propeller, was performed on August 20, 2005. The airplane was found to be in an airworthy condition at that time. The airplane total time was recorded as 325.8 hours.

Aircraft and engine total time since new was 396.8 hours at time of accident.

The following two maintenance entries were recorded in the aircraft logbook:

1. August 23, 2005, an FAA form 8130-3 was submitted for the installation of up-dated software for the Garmin GTX-330 mode S transponder, as per Garmin Service Bulletin (SB) 0426.

2. Due to a low oil pressure gauge reading, the engine oil pressure relief spring, part number 627458, was replaced on September 7, 2005. After the maintenance action was accomplished, the engine was run, operationally checked, and the airplane was approved for return-to-service.

On September 21, 2005, the aviation fuel refueling tracking form indicated that 6.3 gallons of fuel was dispensed to top-off the fuel tank. A fuel sample was taken by airport personnel on September 21, 2005. The fuel sample was found to be clear and bright with no anomalies noted.

The examination of the maintenance records for the airplane did not reveal any unresolved maintenance discrepancies prior to the accident flight.

METEOROLOGICAL INFORMATION

At 1153, the automated surface observing system at SSF, which is approximately 22 miles North of the accident site, reported wind calm, visibility 10 statute miles, clear skies, temperature 32 degrees Celsius, dew point 19 degrees Celsius, and a barometric pressure at 30.07 inches of Mercury. The NTSB IIC calculated the density altitude at 2,406 feet.

COMMUNICATION

Air Traffic Control (ATC) recorded the communications between N63PA and ground control/tower at SSF. Houston Air Traffic Control Center (ARTC) provided an altitude profile using radar data from 1128 to the accident at 1132. Even though the accident airplane was not under positive contact, this data matched the recorded profile of N63PA. San Antonio Terminal Radar Approach Control (TRACON) also plotted radar tracking of the airplane from the start of its flight to moments before its impact with power lines using the same matched recorded profile information.

At 1037, the flight called for taxi instructions on ground control for departure to the "south practice area negative flight following." Nine minutes later, at 1046 the airplane, squawking 1200 (VFR transponder code) was cleared for takeoff by the tower, and TRACON was able to generate a beacon-code track up to the time of the accident. N63PA reached a maximum altitude of 3,300 feet mean sea level (MSL) at 1051. At 1128, the airplane began its final decent from 2,400 feet MSL, with approximate descent rate of 600 feet per minute and ground speed of 75 knots. The last complete radar reading was recorded at 1131, when N63PA was on a heading of 283 degrees at an altitude of 1,000 feet MSL and 75 knots. The elevation in the area is approximately 425 feet; thus N63PA was about 575 feet above ground level (AGL) at that reading. The airplane then made a descending right turn to an easterly heading before it struck the power lines.

WRECKAGE AND IMPACT INFORMATION

The Global Positioning System (GPS) coordinates, recorded at the accident site using a hand held unit, were latitude 28 degrees 59.304 minutes North and longitude 98 degrees 30.352 minutes West, which was approximately 2.2 miles northeast of the Pleasanton Municipal Airport (PEZ). The elevation was recorded at 427 feet. A post impact fire destroyed most of the airplane and burned approximately seven acres of pasture. The property owner's house was approximately 273 yards to the south of the accident site.

The airplane came to rest 123 feet east of the electrical power lines in an inverted position on a heading of 332 degrees. No additional ground scars were noted at the site. Only the lower portion of the engine could visually be seen. ...