NTSB Factual Report

HISTORY OF FLIGHT

On December 13, 2012, about 1102 central standard time, a Aerovodochody L-29 "Delfin" airplane, N29NR, impacted terrain near Combine, Texas. The commercial rated pilot and passenger were fatally injured and the airplane substantially damaged. The airplane was registered to and operated by CNR Aircraft, Inc. Dallas, Texas. Day visual meteorological conditions prevailed and no flight plan was filed for the 14 Code of Federal Regulations Part 91 personal flight. The local flight originated from the Lancaster Regional Airport (KLNC), Lancaster, Texas, about 1030.

The accident flight was the airplane's second flight of the day, with the intent of giving the passenger a ride in the airplane.

A witness reported he saw and heard the airplane before the accident and did not think the airplane was doing aerobatics. The sound of the airplane (power) change was pretty noticeable; at one time the nose was higher than the tail. Additionally, the airplane didn't seem like it was going that fast. He observed a smoke plume from the ground, but did not see the crash.

PILOT INFORMATION

The pilot held a commercial pilot certificate for airplane, single and multi-engine land, and instrument airplane. He also held a flight engineer certificate and authorization for the L-29. A second-class Federal Aviation Administration (FAA) medical was issued on March 28, 2012, with the limitation; must wear corrective lenses, possess glasses for near/intermediate vision. The application for a medical certificate listed the pilot's total time as 4,890 total flight hours and 30 hours in last six months. A copy of the pilot's flight log was reviewed; according to the log he had a total of 4,996.7 hours, with the last entry on November 17, 2012. The flight log was endorsed for both FAR part 61.56 and 61.58 flight reviews, on March 24, 2012.

AIRCRAFT INFORMATION

The accident airplane was an Aerovodochody L-29 "Delfín' jet which was a military jet trainer manufactured in Czechoslovakia. The airplane's airworthiness certificate was in the Experimental – Exhibition category. The airplane has tandem seating, traditionally with the pilot in front and instructor (or passenger) in back. The airplane was originally equipped with ejection seats; however, the accident airplane ejection seats were disabled. The airplane was powered by a Motorlet M-701C 500, single-shaft centrifugal turbojet engine.

According to maintenance records, the airplane received its annual condition inspection in accordance with FAR 43, appendix D and an FAA approved inspection program on May 16, 2012. At the time the inspection was completed, the airframe had a total time of 3,493 hours and the engine had a total time of 1,394.2 and 399.3 since major overhaul.

METEOROLOGICAL INFORMATION

At 1055, the automated weather observation facility located at KLNC, recorded wind from 180 degrees at 10 knots, 10 miles visibility, clear skies, temperature 52 degrees Fahrenheit (F), dew point 23 F, and a barometric pressure of 30.32 inches of mercury.

COMMUNICATIONS

The pilot was not in contact with air traffic control and there were no reported distress calls from the pilot.

RADAR INFORMATION

A specific radar code ("squawk") was not assigned to the airplane; however, a standard VFR transponder code (1200) from an airplane departing LNC is consistent with the departure time of the accident airplane. The radar track depicts the airplane heading southeast away from LNC, The first radar plot is at 1048:29, the airplane track continues southwest at altitude of 1,300-1,400 feet; at 1049:34 the airplane is at 1,200 feet, with no additional radar returns until 1118:11, when a single return is observed, with an altitude of 377 feet, near the accident location. The review then noted several radar returns in the area around the accident location, and are believed to be first responders to the accident site.

WRECKAGE AND IMPACT INFORMATION

The Federal Aviation Administration (FAA) inspectors and National Transportation Safety Board (NTSB) investigator responded to the accident site. The airplane impacted in a large open field, about 350 feet from a river that bordered the northern edge of the field. Beyond the initial impact point, the wreckage path was distributed on a northerly heading, towards the river. The major components of the airplane separated on impact and were located along the wreckage path.

The first impact area was a ground scar with the grass and dirt disturbed. The grass forward of the first impact point, to the wreckage was burnt. About 105 feet down the wreckage path was the aft section of the fuselage. The fuselage section had fire and thermal damage and contained the engine. The engine's centrifugal compressor section was visible with impact damage to the lower half of the housing. Part way from the aft fuselage section to the main wreckage, on the left side of the debris path was the airplane's "T" tail section. About 85 feet from the aft fuselage section lay the main wreckage which consisted of the remaining fuselage section and wings; the remaining fuselage had heavy fire damage which consumed much of the cockpit area. The main landing gear and flaps appeared to be in the retracted position.

MEDICAL AND PATHOLOGICAL INFORMATION

The Southwestern Institute of Forensic Sciences, Office of the Medical Examiner, Dallas, Texas, conducted an autopsy on the pilot and passenger. The cause of death was determined on both the pilot and passenger was determined to be, "blunt force injuries".

The FAA Toxicology Accident Research Library, Oklahoma City, Oklahoma, conducted toxicological testing on pilot. Ethanol was detected in the muscle (12mg/dL, mg/hg), and not in the liver. Valsartan was detected in the muscle and liver.

Due to the level of ethanol detected in the muscle and not in the liver, it's likely from sources other than ingestion, such as postmortem production or contamination.

Valsartan is used for the treatment of high blood pressure.

TEST AND RESEARCH

A section of the rear canopy was sent to NTSB Material Laboratory in Washington, DC. The Smithsonian Institution National Museum of Natural History Division of Birds - Feather Identification Laboratory, examined the canopy section for bird evidence. The examination did not reveal any evidence of bird impact with the canopy.

NTSB Probable Cause

The airplane's impact with terrain for reasons that could not be determined during examination of the available evidence because of extensive impact damage and postimpact fire.