N4JW

HISTORY OF FLIGHTOn December 28, 2017, about 1630 eastern standard time, a Pipistrel Doo Ajdovscina Virus SW motorized glider, N4JW, impacted terrain during a forced landing on a road following a loss of engine power near Paulding, Ohio. The airline transport pilot, who was the sole occupant, was uninjured. The glider sustained substantial wing damage when it exited the road and impacted vegetation and rough terrain. The glider was registered to and operated by the pilot as a Title 14 Code of Federal Regulations Part 91 personal flight. Day visual meteorological conditions prevailed in the area about the time of the accident, and the flight was not operated on a flight plan. The local flight originated from a private airport near Paulding, Ohio, about 1555.

The pilot reported the glider had 5 to 6 gallons of fuel in each of the two main tanks. In the right tank was 1 to 2 gallons of 100 low lead (LL) aviation gasoline and 5 gallons of "high test" automotive fuel. In the left tank was 5 gallons of 100LL as indicated by the fuel gauge sight tubes. The pilot had the right tank selected. He was flying in a counterclockwise direction around a ground reference point when the engine began to run rough. The glider engine indications showed fuel consumption at 1.7 gph at 4,500 rpm and 17 inches of mercury and an oil temperature of 173° F The pilot increased manifold pressure, turned on the auxiliary boost pump, and switched fuel tanks. The engine roughness increased so he switched back to the right fuel tank and for a few seconds the engine operation seemed better.

The pilot turned toward a private airstrip that was 3 miles east of his location. He was losing altitude and fighting a headwind. Realizing that he was not going to reach the airstrip, he selected a nearby road for a forced landing. The road was ice covered and provided very little braking. During rollout, the glider's left wing struck a bush just before a railroad crossing. The glider subsequently turned left and impacted a ditch where the glider's nose wheel broke off. The glider came to rest on the north side of the railroad tracks about 30 ft west of the road. AIRCRAFT INFORMATIONAccording to the glider's flight manual, the Virus SW was certified as a Microlight/Ultralight aircraft and is equipped with a 100 horsepower, fuel injected Rotax 912 iS engine, and MT Propeller model MTV-33 propeller. The Rotax 912 iS engine is equipped with two sets of fuel injectors, two electrical generators, two engine computers (ECU), dual ignition, and dual high-pressure electrical fuel pumps. The fuel system fuel selector is centrally located, with two feeds and two return lines, which incorporate quick disconnect fittings. The fuel selector has L[eft], R[right], and OFF positions.

Electrical System

The glider's electrical system is controlled by the engines fuse box and ECUs. The engine is equipped with two integrated permanent-magnet electric generators, which do not require any outside voltage to be applied for their function. Generator 1 is a 20-amp main generator, which powers all of the engine's vital systems as the ignition, fuel pumps, fuel injectors, and ECUs. Generator 2 is the on-board generator, which powers all of the avionics and glider systems to include the electrical constant speed propeller and instrument panel illumination. There are warning lights that indicate the malfunction of a certain generator; however, the fuse box is able to bridge loads from Generator 1 to Generator 2 in case of a failure automatically, to keep the engine running. The pilot cannot manually select Generator 1 or Generator 2 to be in function. In the event that Generator 1 fails, and Generator 2 is overloaded when supporting both the engine and avionics, the system will de-rate power on the avionics bus. Turning the emergency battery switch ON will bring the battery into the system to support the electrical load. During normal engine operation, with Generator 1 and Generator 2 functioning normally, the battery is charged by the system and not used to support loads. The only sources of electrical power during normal operations are the generators. The emergency battery switch when turned ON is also able to support the operation of the engine and other on-board loads for up to 30 minutes.

Operating Limitations

Per the flight manual, all basic non-aerobatic maneuvers are permitted within the operational speed range, which includes steep turns with a maximum bank of 60° and initial speed of 160 km/h (85 kts).

The flight manual also states that, due to flight safety reasons, it is forbidden to fly when the outside air temperature reaches 40°C or higher and perform any form of aerobatic flying. There is no limitation listed for a minimum temperature.

The recommended fuel is an unleaded super grade with a research octane number rating of 95 (anti-knock index 912 and up) and no alcohol content. Also approved are leaded fuels or AVGAS 100LL; however, use of these fuels reduces engine life. An engine oil change every 50 flight hours is crucial if leaded fuel is used. And the flight manual warns that use of fuel with alcohol content and/or other additives is not permitted.

Emergency Procedures

Rough engine operation or engine failure in flight

The flight manual states in part:

First ensure proper airspeed (64 kts), then start analyzing terrain underneath and choose the most appropriate runway or site for landing out.

Provided the engine failed aloft, react as follows:

Make sure the master switch is in the ON position, Fuel selector to fuller tank. Fuel pumps - set both ON. Attempt to restart the engine. If unsuccessful, begin with the landing out procedure immediately.

Engine failures

The flight manual states in part:

LANE failures

Failure modes of LANEs are indicated with 2 (two) LANE LED lights, designated LANE A and LANE B on the main electrical panel. The lights indicate three modes:

LED OFF - proper healthy operation, no malfunction

LED intermittent (blinking) - abnormal operation, pilot is advised to manually switch to the remaining

healthy LANE. It is recommended to land soon and inspect engine systems to discover fault

LED ON (permanent) - LANE failure, pilot MUST manually switch over to healthy LANE and end as

soon as possible.

Fuel Pump

The glider's fuel system uses two redundant high-pressure fuel pumps. If a pump fails, the other pump takes over its role. Only one functional pump is required for the engine to function normally. In the case of a pump failure, the pilot should switch over to the other pump. Should the engine quit before the pump is activated, the pilot should restart engine normally. Should both fuel pumps fail, the engine cannot be restarted as not enough fuel pressure is produced. AIRPORT INFORMATIONAccording to the glider's flight manual, the Virus SW was certified as a Microlight/Ultralight aircraft and is equipped with a 100 horsepower, fuel injected Rotax 912 iS engine, and MT Propeller model MTV-33 propeller. The Rotax 912 iS engine is equipped with two sets of fuel injectors, two electrical generators, two engine computers (ECU), dual ignition, and dual high-pressure electrical fuel pumps. The fuel system fuel selector is centrally located, with two feeds and two return lines, which incorporate quick disconnect fittings. The fuel selector has L[eft], R[right], and OFF positions.

Electrical System

The glider's electrical system is controlled by the engines fuse box and ECUs. The engine is equipped with two integrated permanent-magnet electric generators, which do not require any outside voltage to be applied for their function. Generator 1 is a 20-amp main generator, which powers all of the engine's vital systems as the ignition, fuel pumps, fuel injectors, and ECUs. Generator 2 is the on-board generator, which powers all of the avionics and glider systems to include the electrical constant speed propeller and instrument panel illumination. There are warning lights that indicate the malfunction of a certain generator; however, the fuse box is able to bridge loads from Generator 1 to Generator 2 in case of a failure automatically, to keep the engine running. The pilot cannot manually select Generator 1 or Generator 2 to be in function. In the event that Generator 1 fails, and Generator 2 is overloaded when supporting both the engine and avionics, the system will de-rate power on the avionics bus. Turning the emergency battery switch ON will bring the battery into the system to support the electrical load. During normal engine operation, with Generator 1 and Generator 2 functioning normally, the battery is charged by the system and not used to support loads. The only sources of electrical power during normal operations are the generators. The emergency battery switch when turned ON is also able to support the operation of the engine and other on-board loads for up to 30 minutes.

Operating Limitations

Per the flight manual, all basic non-aerobatic maneuvers are permitted within the operational speed range, which includes steep turns with a maximum bank of 60° and initial speed of 160 km/h (85 kts).

The flight manual also states that, due to flight safety reasons, it is forbidden to fly when the outside air temperature reaches 40°C or higher and perform any form of aerobatic flying. There is no limitation listed for a minimum temperature.

The recommended fuel is an unleaded super grade with a research octane number rating of 95 (anti-knock index 912 and up) and no alcohol content. Also approved are leaded fuels or AVGAS 100LL; however, use of these fuels reduces engine life. An engine oil change every 50 flight hours is crucial if leaded fuel is used. And the flight manual warns that use of fuel with alcohol content and/or other additives is not permitted.

Emergency Procedures

Rough engine operation or engine failure in flight

The flight manual states in part:

First ensure proper airspeed (64 kts), then start analyzing terrain ...