ERA14FA128

The pilot's overreaction to a perceived conflict with a tow plane and glider on an intersecting runway, which resulted in a loss of control during an attempted aborted landing. Contributing to the accident was the failure of the glider tow operator to follow and the airport operator to ensure compliance with published airport rules and regulations for glider tow operations.

The accident airplane was inbound to the airport, conducting an instrument approach in visual meteorological conditions, when the pilot announced its position over the airport's common traffic advisory frequency (CTAF). Witnesses described the accident airplane's approach as fast and stated that the airplane never touched down. The accident airplane's engines then rapidly accelerated to full power before the airplane pitched up into a steep climb, banked left, rolled inverted, and struck the ground in a nearly vertical nose-down attitude, about 3,600 feet down the 5,599-foot-long runway. Throughout the morning of the accident, glider operations were being conducted on an intersecting runway. As the accident airplane floated down the runway, witnesses observed a tow plane accelerating down the intersecting runway with a glider in tow; The tow plane pilot then announced over the CTAF, "abort abort abort." The glider was then released from the tow plane and landed undamaged on the runway prior to the intersection of the two runways, while the tow plane crossed over the intersecting runway before taxiing back to the ramp. Examination of the wreckage revealed no preimpact mechanical anomalies. According to witnesses on the airport, neither the glider nor tow plane appeared to be in immediate conflict with the accident airplane just before the accident; they stated that the accident pilot could have safely continued the landing. Additionally, the three pilots onboard the accident airplane had flown into the airport earlier in the day and were aware of the glider operations being conducted on the other runway. However, the accident pilot's observed reaction, as evidenced by the sudden application of full engine power followed by the airplane's abrupt increase in both pitch attitude and bank angle, suggest that he may have been surprised by the appearance of the glider and tow plane in his field of vision and perceived an imminent collision. The FAA airport manual contained advisories for glider operations at the accident airport. Examination of the airport rules and regulations, published on the airport website, revealed that a local notice to airmen (NOTAM) was required to be filed prior to the conduct of glider operations. Additionally, a "spotter" was prescribed to be used during glider operations, positioned in a location from which the entire length of the intersecting runway could be viewed, in order to avoid conflicts with other aircraft. According to the airport rules and regulations, the tow plane and glider were prohibited from taking off without approval from the spotter. On the day of the accident, no NOTAM had been filed regarding the day's glider operations, nor was a spotter being used. Interviews with the glider operator revealed a widespread lack of knowledge regarding these published rules. Furthermore, while airport management was aware of the rules with regard to glider operations, there was no method in place to ensure compliance with the published risk management practices.

HISTORY OF FLIGHT On February 22, 2014, at 1405 eastern standard time, a Beech 95-B55, N36638, was destroyed when it collided with terrain following a loss of control during an aborted landing on runway 31 at LaGrange – Callaway Airport (LGC), LaGrange, Georgia. The commercial pilot, flight instructor, and pilot-rated passenger were fatally injured. Visual meteorological conditions (VMC) prevailed, and no flight plan was filed for the local instructional flight, which was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. The airplane was based at Dekalb-Peachtree Airport (PDK), Atlanta, Georgia. The purpose of the flight was for each pilot to perform an instrument proficiency flight with the instructor. It was surmised that the airplane arrived at LGC and purchased fuel. The accident pilot then moved from the back seat to the left front seat, and the airplane subsequently departed on the accident flight. Several witnesses provided statements, and their versions of the events that day were consistent throughout. Glider tow operations by the Civil Air Patrol (CAP) were being conducted on an intersecting runway (03/21) at the non-tower controlled airport beginning that morning. Many noticed the accident airplane as it was fueled in front of the terminal at 1335. While the airplane was serviced, the occupants came into the terminal, spoke with other pilots in the terminal, and subsequently departed. The witnesses described the radio traffic on the airport's common traffic advisory frequency (CTAF) as "constant" from the glider tow operation throughout the day. Some were unable to recall hearing an inbound radio call from the accident airplane, or a departure radio call from the tow plane. Several witnesses distinctly remembered hearing the accident airplane announce "inbound on the ILS runway 31" prior to the accident. Just prior to the accident, several also recalled hearing an "Abort! Abort!" transmission over the CTAF. One witness, who observed the accident airplane on final approach for landing, stated that the airplane was "sort of hot and landing long." About 2,000 feet past the runway threshold, the airplane was still airborne, "bobbling" and "searching for the ground." He heard the engines accelerate suddenly to full power as the airplane pitched up into a steep climb, banked left, and rolled inverted. The turn continued until the airplane struck the ground in an 80- to 90-degree nose-down attitude. The witness added, "The airplane never touched down, he was in a flare, and he floated a long way, because his speed was excessive." Several other witnesses stated their attention was drawn to the airplane by the sound of the engines' rapid acceleration. It was at that time they also noticed a tow plane and glider departing from runway 03, with the tow plane still on the runway, and the glider on tow and flying above the runway. One witness felt that a left turn by the accident airplane to sidestep the runway would have resolved the perceived conflict with the tow plane. Another witness was positioned just inside the open doors of the hangar where he worked. The CTAF was monitored and played over a loudspeaker in the hangar. He distinctly remembered the accident airplane departing after its fuel purchase, and "a few minutes later," making a radio call announcing that it was inbound on the ILS Runway 31 approach. The witness did not hear the glider tow plane announce its takeoff, but did hear the "abort" call. The witness watched as the airplane pitched up to approximately 60 degrees and 150 feet above the ground, before it "stalled," rolled inverted, and descended nose-down with the engines running "wide open." He watched as the glider, which had been released from the tow, stopped before the runway intersection. The tow plane crossed the intersecting runway, and then taxied back. The purpose of the CAP glider flight was to provide a "check-out" for one of their members. In interviews with the FAA, the tow-plane pilot stated that he called "abort" over the radio when he perceived a potential conflict with the accident airplane over runway 31. Both he and the glider pilots reported that they stopped their aircraft prior to the intersection of the two runways. PERSONNEL INFORMATION The pilot held a commercial pilot certificate with ratings for airplane single engine land, multiengine land and instrument airplane. His most recent Federal Aviation Administration (FAA) third class medical certificate was issued on October 21, 2013. He reported 1,642 total hours of flight experience on that date. Photographs of the pilot's logbook were forwarded by a family representative. The cover page was dated January 5, 2000, and the first page of entries photographed began in 2012. As a result, the details of the pilot's entire flight history could not be reconciled. His most recent flight review was performed in the accident airplane on May 20, 2012, and the last flight recorded in the logbook was dated August 7, 2013. As of that date, the pilot had logged 1,706.7 total hours of flight experience, of which 1,124.2 hours were in multi-engine airplanes. From approximately January 2012 until the time of the accident, the pilot logged 73 hours of multiengine experience; all of which was in the accident airplane. According to a representative of the insurance company for the accident airplane, both the accident pilot and the rear seat passenger were required to complete an instrument proficiency check each year to meet policy requirements. The accident pilot was not due a regulatory flight review until May 2014. The flight instructor held ratings for airplane single and multiengine land. He also held an airline transport pilot certificate with multiple type ratings. His logbooks were not recovered. He reported 12,100 total hours of flight experience on the date of his most recent FAA second-class medical certificate, which was issued October 4, 2011. While his medical certificate was expired, Federal Aviation Regulations (FARs) did not require that it be current while he functioned as a flight instructor with a certificated pilot at the flight controls. AIRCRAFT INFORMATION According to FAA records, the airplane was manufactured in 1980. Its most recent annual inspection was completed July 2, 2013, at 5,109.6 aircraft hours. The airplane accrued 17.8 hours of flight time after the inspection. According to the manufacturer's Pilot's Operating Handbook, given the atmospheric conditions at the time of the accident and calculated at maximum takeoff weight, the estimated landing distance was 2,200 feet when measured from 50 feet above the landing threshold. A landing performed as prescribed above would stop the airplane approximately 2,300 feet prior to the intersection of runways 03/21. METEOROLOGICAL INFORMATION At 1355, the weather conditions reported at LGC included calm winds, clear skies, and 10 miles of visibility. The temperature was 19 degrees C, the dew point was -4 degrees C, and the altimeter setting was 30.09 inches of mercury. AERODROME INFORMATION LGC was located about 6 miles southwest of LaGrange, Georgia at an elevation of 693 feet. The airport was not tower-controlled. Runway 13/31 was 5,599 feet long and 150 feet wide, and runway 03/21 was 5,001 feet long and 100 feet wide. Instrument approach procedures (ILS, RNAV, and VOR) were published for runway 13/31. Runways 31 and 03 were in use at the time of the accident. Due to terrain and trees, the approach end of runway 31 could not be viewed from the ground from the approach end of runway 03, and vice versa. The "Glider Operations" symbol was depicted on the most recent VFR sectional chart for LGC. The most recent Airport Facilities Directory (A/FD) advised, "Glider [operations on and in the vicinity of airport during daylight hours Saturday-Sunday]. "Airport Rules and Regs: ADDITIONAL RULES AND REGULATIO