On December 10, 2002, at 1300 central standard time, a North American T-28B, N114DH, was destroyed on impact with terrain while maneuvering near Glenwood, Minnesota. Visual meteorological conditions prevailed at the time of the accident. The 14 CFR Part 91 personal flight was not operating on a flight plan. The commercial pilot and pilot rated passenger were fatally injured. The local flight originated from Glenwood Municipal Airport, Glenwood, Minnesota, about 1255. Use your browsers 'back' function to return to synopsisReturn to Query Page
A witness reported that he was southbound on city 30 when he noticed an airplane towards the southwest estimated to be 500 feet above ground level. The airplane's wings were not level, and it was flying very fast. The airplane continued to lose altitude and started to go into a tight turn over Rice Lake with its wings vertical. The airplane started turning towards the west gaining some altitude; the wings were almost vertical. The airplane continued west with the wings still vertical before he lost site of it. There was no smoke or fire when he arrived at the accident site.
A second witness reported that he stopped to answer a cellular phone call and saw an airplane, practicing "fast turn maneuvers," bank hard to the east at the south end of the lake and fly back over the center of the lake at the north end. The airplane gradually turned toward the west, then turned back toward the south. He stated that it looked like he was following the west side of the lake heading south. At the south end of the lake, the airplane banked very hard back to the east. The bank was with both wings close to vertical. He could see the whole bottom of the airplane, which was about 4 to 5 water towers high.
The 1959 North America T-28B, serial number 138357, was registered to the pilot on February 23, 2000, as an experimental exhibition aircraft. The pilot was issued a Letter of Authorization dated March 30, 2001, authorizing him to act as pilot-in-command on the North American T-28 only for visual flight rules flight. Aerobatic maneuvers and formation flight was not authorized.
The pilot, age 59, held a commercial pilot certificate with airplane single-engine land and instrument airplane ratings. He held a private pilot certificate with an airplane multiengine land rating. He was issued a third class airman medical certificate on June 4, 2002, with the following limitation: "Holder shall possess glasses for near and intermediate vision." He reported a total flight time of 2,200 hours on his last airman medical certificate application.
The pilot-rated passenger, age 70, held a private pilot certificate with an airplane single engine land rating. He held a ground instructor certificate with a basic ground instructor rating. He held a mechanic certificate with airframe and powerplant ratings. The pilot was denied an airman medical certificate on November 21, 2001. He reported a total flight time of 3,000 hours on his last airman medical certificate application.
The Federal Aviation Administration’s Final Forensic Toxicology Fatal Accident Report of the pilot was negative for all substances tested. The Final Forensic Toxicology Fatal Accident Report of the pilot-rated passenger reported metoprolol present in urine and liver.
Examination of the wreckage by the Federal Aviation Administration revealed that the wreckage path was about 2,900 feet in length on a east/west orientation. The wreckage path extended over a plowed field and a pasture, which was bordered on its east side by trees. The right wing tip was lying 65 feet west of the tree line. An 80-foot long ground scar was located 140 feet from the tree line. The ground scar contained marks consistent with a series of four propeller slash marks at the western edge of the 80-foot long ground scar. The marks were spaced about 6-7 feet apart. The fuselage was 1,200 feet west of the tree line, and the engine was 1,300 feet west of the fuselage.
The fuselage was lying inverted on a tail to nose northeasterly heading. The empennage was separated from the fuselage and upright. The vertical and horizontal stabilizer control surfaces were intact. Flight control continuity was confirmed. The wing center section contained the right main landing gear assembly, oleo strut, wheel, and tire. The right landing gear down lock mechanism was in the retracted position.
Examination of the engine revealed no anomolies.