WPR09FA062

The pilot's failure to maintain control during the performance of a maneuver and his failure to recover from the subsequent aerodynamic stall and spin.

The pilot enrolled in a professional pilot flight training program and commenced his flying lessons about 3 months before the accident. Pursuant to the flight school's curriculum, the pilot filed a round robin flight plan for a solo instructional cross-country flight principally intended to further his expertise in navigation. Airwork was not supposed to be performed. After takeoff, the pilot did not open his flight plan. Rather than cruising en route at the planned 6,500-foot mean sea level (msl) altitude, the pilot climbed to 14,000 feet. As planned, the pilot landed and refueled at the halfway-point airport and then departed for the return flight. En route, the pilot climbed to about 9,400 feet. After flying about 1/2 hour, the pilot reversed course and began performing airwork between 6,700 and 7,300 feet msl. Two witnesses in a boat observed the airplane in a spinning descent. One of the witnesses stated that he observed the airplane complete 8 turns before he lost sight of it behind a hill. The airplane impacted the ground (elevation 1,100 feet msl) in a nose-down attitude without evidence of landing-gear-induced ground scar in the sandy terrain around the crash site. The site was within 300 feet (lateral distance) from where the airplane disappeared from radar, as it was descending about 6,000 feet per minute. The accident pilot's certified flight instructor had provided his student with spin awareness training, including actual spins. This training was repeated on more occasions than listed in the FAA-approved training curriculum. An examination of the airframe and engine revealed no anomalies that would have precluded normal operation. The reason that the pilot failed to recover from the spin was not determined.

HISTORY OF FLIGHT On December 20, 2008, about 1521 mountain standard time, a Diamond DA 20-C1, N4196M, experienced an in-flight loss of control and descended into terrain about 1/2 mile northwest of the Alamo Lake State Park. The accident site is about 32 miles north of Wenden, Arizona. The airplane was substantially damaged, and the private pilot was killed during the solo instructional flight. The airplane was operated by Sabena Airline Training Center, Inc., Mesa, Arizona. Visual meteorological conditions prevailed. A Federal Aviation Administration (FAA) flight plan was filed, but was not opened. The flight was performed under the provisions of 14 Code of Federal Regulations Part 91, and it originated from Falcon Field, Mesa, about 1140. Earlier during the morning of December 20, about 1028, the pilot telephoned the Prescott Automated Flight Service Station (AFSS) and filed a round robin flight plan from Falcon Field to Lake Havasu City Airport, Lake Havasu, Arizona, and return. The pilot informed the AFSS briefer that his cruise altitude would be 6,500 feet mean sea level (msl). He advised the briefer that he would acquire fuel at Lake Havasu before commencing the return portion of the flight. The airplane's flight track and altitude were subsequently reconstructed by the National Transportation Safety Board investigator using data from the following sources: (1) nonvolatile memory contained in the airplane's Guardian Mobility SkyTrax global positioning system (GPS) data logger; and (2) FAA recorded radar supplemented by the airplane's Mode C altitude reporting transponder. The data indicated that during the outbound portion of the flight between Falcon Field and Lake Havasu, between about 1208 and 1314, the airplane was flying above the flight planned altitude. For example, between 1224 and 1253, the airplane was flying above 12,000 feet, and it ultimately climbed to about 14,000 feet. Approaching Lake Havasu the pilot descended, and he landed about 1340. The airplane's fuel tank was completely filled prior to the pilot initiating the return portion of his flight. About 1447, the pilot departed Lake Havasu and headed toward Falcon Field. While en route, the pilot again climbed above the flight planned altitude. By 1506, when the airplane was about 20 miles west-northwest of the accident site, its altitude was about 9,400 feet. By 1518:41, the east-southeast-bound airplane had over flown the Alamo Lake and was approaching its eastern shore. The airplane's altitude was about 7,400 feet. About 5 seconds later, the airplane reversed direction and headed back over the lake toward the western shore, arriving there by 1519:17, at 6,700 feet. During the next approximately 24 seconds, the airplane climbed in a northerly direction to 7,300 feet while remaining over land, several hundred yards west of the lake's western shoreline. (See the radar flight track for an image of this portion of the route.) The airplane was last recorded on radar at 1519:41 and 1519:53. At these times its location (lateral distance) was about 300 feet from the 1,100-foot msl accident site. During this 12-second interval, the airplane's recorded altitude decreased from about 7,300 to 6,000 feet, as indicated by the airplane's Mode C altitude reporting transponder. Alamo Lake is used for recreational purposes. Two fishermen reported to the Mohave County Sheriff and the Safety Board investigator that they were fishing together on the lake. They reported observing the accident airplane descending and never heard any engine noise. They stated that the airplane was spinning during the time they observed it, and they lost sight of the airplane upon its descent behind a hill, about 1/4-mile from their location. The first witness stated that the airplane was spinning in a clockwise direction and completed a 360-degree turn every 1/2 second. The second witness stated the airplane was spinning in a counterclockwise direction and estimated that it completed a 360-degree turn every 2 seconds. The first witness also reported that the airplane's nose was pointed between 20 and 30 degrees downward as it spun around. The airplane completed at least 8 turns as he watched it descend. The second witness reported that the descending airplane's nose was initially level with the horizon. Then, the nose lowered to at least a 60-degree downward angle seconds prior to his losing site of it. PERSONNEL INFORMATION The pilot, age 18, held a private pilot certificate with an airplane single engine land rating that he received on November 25, 2008, upon completion of Sabena's FAA approved 14 CFR Part 141 training curriculum. By the accident date, his total flight time and total time flying the accident model of airplane was about 94 and 69 hours, respectively. The pilot's total pilot-in-command time was about 52 hours, and his total pilot-in-command time flying the accident model of airplane was about 34 hours. All of the pilot's flight time was received during the 90-day period immediately preceding the accident. The pilot held a first class aviation medical certificate. The certificate was issued without limitations in August 2008. AIRCRAFT INFORMATION In 2007, the utility category airplane was manufactured in Canada by Diamond Aircraft Industries. A Teledyne Continental Motors engine (model IO-240-B(17), serial number 650258) and a Sensenich propeller (model W69EK7-63G, serial number A68265) were installed on the airplane. Sabena operated and maintained the airplane on a program of annual and 100-hour inspections. On December 13, 2008, the airplane received its last 100-hour inspection at an indicated airframe and engine total time of 1,938 hours, as evidenced by the engine's recording tachometer. On this date, the airplane's maintenance records indicated a Hobbs meter time of 2,528 hours. The airplane's dispatch log indicates that, at the start of the pilot's accident flight, the Hobbs meter registered 2,539.1 hours. At the crash site, the Hobbs meter registered 2,542.3 hours, and the engine's tachometer registered 1,949.3 hours. Accordingly, the accident flight's duration was 3.2 hours, and the airplane had been operated about 11 (engine) hours since its last 100-hour inspection. A review of the airplane's maintenance records pertinent to the accident flight did not reveal any outstanding squawks or maintenance anomalies. The pilot who flew the airplane immediately prior to the accident flight reported that "there was nothing wrong with the engine instruments," and the "aircraft was functioning perfectly." The pilot did not make any squawks. The airplane was equipped with a Guardian Mobility SkyTrax device, which is a combination GPS receiver, data logger, and satellite transmitter. This device transmitted the airplane's GPS location at predetermined intervals during the round robin flight. Via the Internet, Sabena's staff had the capability of monitoring the flight's progress upon receipt of the automated periodic transmissions from the airplane. The airplane manufacturer provided the airplane with a flight manual that, according to the Chief, Flight Test, Aircraft Certification Transport Canada, must be carried in the airplane at all times. The pilot was required to operate the airplane in compliance with the flight manual's provisions. A note in section 2.9 of the "Approved Maneuvers" section of the manual states the following: "Spinning NOT approved for aircraft equipped with altitude compensating fuel system." Sabena's director of maintenance reported that the optional altitude compensating fuel pump had been removed from the airplane in early 2008. In pertinent part, in section 4.4.16 of the flight manual's "Normal Operating Procedure" section, information is provided that addresses entering and recovering from spins. The first listed recovery procedure is to place the airplane's throttle in the idle position. Section