Conway Philip J GLASAIR SUPER II SFT N11HC

Summary

On 6 September 2022 at about 18:25 local time, a Conway Philip J GLASAIR SUPER II SFT registered N11HC was involved in an accident near Bay City, Wisconsin, United States. 2 people were on board and 2 died. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

6 September 2022 at 18:25

Classification

Accident

Location

Bay City, Wisconsin, United States

Nearest airport

Red Wing Rgnl (RGK)

Coordinates

44.5911, -92.5008

Aircraft

Conway Philip J GLASAIR SUPER II SFT

Registration

N11HC

Category

Airplane

Year built

2012

Engines

1

Operator

Not recorded

Operating rule

Part 91: General Aviation

Purpose of flight

Instructional

Phase of flight

Not recorded

Route

Rochester → Unknown

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

ERA22FA399

2 people died.

The continuation of a poorly-flown, unstabilized approach and the flight instructor’s failure to direct a discontinuance of that approach, resulting in a collision with terrain during turn to final.

Quoted verbatim from the NTSB record. This site does not paraphrase or interpret it.

Read the full NTSB narrative

The purpose of the flight was for the commercial pilot in the left seat to build flight time with an instructor so that he could be included on the owner’s insurance policy. This was the first flight to satisfy those requirements and the two accident pilots had not flown together previously. The flight instructor had 2 hours of flight experience in the Glasair; the commercial pilot-under-instruction had no flight experience in the airplane. Recorded radar and GPS data revealed that the airplane departed the home airport and airwork was performed for about 45 minutes. The flight then proceeded to another airport for traffic pattern work. The pilots entered the visual pattern and made four approaches without the airplane touching down. On the fifth approach, the airplane turned base-to-final about ½ to 1 mile sooner (tighter) than on the previous patterns. The accident approach was flown at a higher descent rate, bank angle, and pitch attitude than the previous approaches. The descent rate approached 2,500 fpm, the left bank angle approached 100°, and the pitch attitude was about 15° airplane-nose-down. During the final turn, a positive normal load factor was observed, between 1 and 2 g just before the end of the recorded data, and shortly before ground impact, indicating that the airplane did not stall before the crash. The lateral acceleration during the final turn was about 0.3 g, which was consistent with a side slip (forward slip) maneuver, commonly used when an airplane is high on approach. An examination of the airframe and powerplant revealed no evidence of a mechanical malfunction or failure that would have precluded normal operation. The pilot flying at the time of the accident could not be determined; however, it is apparent that the flight instructor allowed an unstabilized approach to proceed beyond the point where a safe recovery was not possible. Had the instructor either discontinued the poor approach or directed the commercial pilot-under-instruction to do so, the accident would have been prevented.

Quoted verbatim from the NTSB record.