NTSB Identification: MIA08FA091
14 CFR Part 91: General Aviation
Accident occurred Friday, April 18, 2008 in Skaneateles, NY
Aircraft: Lake LA-250, registration: N14037
Injuries: 1 Fatal, 1 Serious.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. 

On April 18, 2008, at 1205 eastern daylight time, a AeroFab Lake LA-250, N14037, registered to and operated by a private pilot, as a Title 14 Code of Federal Regulations Part 91 instructional flight, crashed into wooded terrain during a simulated engine failure. The airplane sustained substantial damage. Visual meteorological conditions prevailed at the time of the accident, and no flight plan was filed. The certified flight instructor (CFI) sustained serious injuries, and the private rated dual student was fatally injured. The flight departed from Syracuse Hancock International Airport, Syracuse, New York on April 18, 2008, at 1130.

A witness, who lives in the area of Skaneateles where the airplane crashed, said that he was outside in his yard at about 1150 when he saw the airplane flying north of his house. He said that the airplane caught his attention because he heard the engine making a "sputtering" noise. However, according to him there was no smoke, and the airplane was circling around and not approaching from the usual angle. The airplane then turned on its side as it continued to descend. The witness said that shortly thereafter, he heard the engine rev-up, and the next thing he heard was a "crunching noise". He said that he immediately got into his truck and drove in the direction of the airport. He said that on his way to the airport he saw the tail of the airplane in the woods. He said that it took him about two minutes to get to the scene of the crash. When he arrived there, he entered the woods and yelled "any one in there?" The survivor responded "yeah!" The witness went on to say that as he walked towards the airplane he saw the survivor sitting on the ground with his back towards the airplane. He said that he pulled the survivor away from the airplane because fuel was spilling from the airplane. After pulling the survivor away from the airplane the witness called 911 and gave the call center pertinent information about what he saw. While he was providing the information, he saw the other pilot, who was still trapped in the airplane, moved slightly. He called out to the trapped pilot but got no response. Shortly thereafter, the Skaneateles police and fire department emergency units arrived at the scene of the accident.

A statement from the paramedics revealed that they were dispatched to the scene of the accident at 1158. When they entered the wooded area, they detected a "heavy smell of fuel". As they walked into the wooded area the witness at the scene of the accident called out for them to "hurry." The CFI was found lying on the ground approximately 12 feet from the airplane. The paramedics reported, that the CFI was alert, conscious and oriented. The CFI said that he knew where he was and what had happened. He gave his name to the paramedics and told them that he was the CFI, and that he and the pilot of the plane were simulating an engine failure. He told the paramedics that he "lost airspeed thus causing the crash".

The CFI, age 43, held a certified flight instructor certificate with ratings for instrument airplane single engine land and sea. His certificate was updated on May 27, 2007. He held a second-class medical certificate issued on June 5, 2007 with limitations for corrective lenses. Review of the CFI's logbook revealed that he had accumulated 10,024.6 total flight hours of which 23 hours were in the Lake LA-250. The certified flight instructor had logged 17 instructional flight hours in the Lake LA-250, which was flown in the last 90 days. Review of the CFI's flight training records recovered from the wreckage revealed that the purpose of the flight with the private pilot was flight instruction for a commercial pilot's certificate. On the day of the accident the instructional flight consisted of short/soft field, and steep spirals to landing maneuvers. Review of other training records retrieved from the wreckage revealed that the last three instructional flights did not include a steep spiral to a landing maneuver.

The private rated dual student, age 64, held a private pilot certificate with ratings for instrument airplane single engine land and sea. He held a second-class medical certificate issued on March 3, 2008 with limitations for corrective lenses. His logbooks were not recovered for review.

The five-seat, low-wing, retractable-gear airplane, serial number (S/N) 39, was manufactured in 1986. It was powered by a Lycoming IO-540 C4B5 250-hp engine and equipped with Hartzell constant speed propeller. Review of the maintenance logbook records showed that an annual inspection was completed on June 2, 2007, at a recorded tachometer reading of 1964.1 hours, airframe total time of 1800.1 hours, and a Hobbs hour-meter time of 164 hours.

Examination of the wreckage revealed that the airplane crashed into a wooded area approximately 1000 feet from the approach end of runway 10. The airplane was on a 060 heading and the debris path was approximately 300 feet long. The airplane collided with trees and was fragmented along the debris path.

Examination of the airframe and flight control system components revealed no evidence of preimpact mechanical malfunction. Examination of the airplane revealed that the nose section was separated from the fuselage and crushed. The nose wheel assembly was separated from the strut, and the strut was in the extended position. Examination of the canopy revealed that the engine throttle control was in the full forward position and the mixture was full rich. Also, the fuel selector was in the on position. The underside of the cockpit and cabin section of the fuselage was crushed upwards. The empennage was separated from the fuselage. The main landing gear assemblies were separated from the wings. Flight control push pull tube continuity was established throughout the aircraft to all flight control surfaces. The engine remained connected to the engine pylon, and the pylon was separated from the fuselage. Examination of the engine and system components revealed no evidence of preimpact mechanical malfunction.