Dade City, FL, USA
N262MX
MXR TECHNOLOGIES MX2
The pilot was performing aerobatic maneuvers in an experimental airplane over an orange grove with a passenger. He was scheduled to perform at an airshow the following weekend, and he reported on his latest Federal Aviation Administration (FAA) medical certificate application that his occupation was "Airshow Pilot." Witnesses observed the airplane performing low-altitude maneuvers followed by a stall and loss of control. The airplane was observed in a high angle of descent prior to impact with the ground. FAA inspectors examined the wreckage and reported that the airplane impacted terrain in a nearly flat attitude and no linear ground scar was observed. All flight control surfaces were found with the main wreckage. Two of the three composite propeller blades did not show evidence of rotational damage and the third blade was buried under the wreckage. Examination of the engine at a salvage facility revealed no evidence of a malfunction or failure. Toxicological evaluation noted the presence of atenolol, a medication used for blood pressure control that reduces heart rate response to stress and that may reduce G-tolerance. U.S. Navy guidance restricts aviation personnel on medications such as atenolol from pulling more than 2.5 Gs, though the FAA routinely permits the use of the medication by civilian pilots, without restrictions, for the treatment of high blood pressure. The investigation could not determine if use of the medication was related to the accident. The pilot reported in his most recent medical certificate application that he was not taking any medications.
HISTORY OF FLIGHT On March 9, 2009, about 1219 eastern daylight time, an experimental, amateur-built, MXR Technologies MX2, N262MX, was substantially damaged following an in-flight loss of control and impact with trees and terrain near Dade City, Florida. The airplane was registered to Aerobatic Activity, Inc. of Zephyrhills, Florida. The commercial pilot and one passenger were killed. Visual meteorological conditions prevailed at the time, and no flight plan was filed for the 14 Code of Federal Regulations Part 91 personal flight. The flight originated at Zephyrhills, Florida about 1200. Witnesses reported that the pilot was performing aerobatic maneuvers at the time of the accident. They reported that the pilot frequently used the area for practicing aerobatics. One witness reported that the aircraft did two loops and while pulling out at the bottom of the second one, the aircraft suddenly became very quiet. She stated that it went into a “tail spin” and went straight down. Three other witnesses reported the following in a written statement, “We were watching the plane do stunts for about 10-15 minutes. It looked like he was going up and then it stalled. He nosed down and it sounded like the motor was wide open when it started back up again. He was facing straight down when it fired back up and then he started to pull the nose back up. It then crash landed into the orange groves…” The pilot was reportedly scheduled to perform at the Valiant Air Command Airshow in Titusville, Florida, later in the week. PERSONNEL INFORMATION The pilot, age 40, held a commercial pilot certificate with an airplane single engine land rating. On his last FAA second-class medical certificate application, dated March 5, 2009, he reported 1,260 hours of flight time, including 100 hours in the previous 6 months. He reported his occupation as “Airshow Pilot.” The pilot’s private pilot certificate was suspended for a period of 15 days on February 2, 2006, for a violation of Federal Aviation Regulation (FAR) section 61.15(e), failure to report an alcohol-related motor vehicle action to the FAA. On July 23, 2004, the pilot was arrested in Hillsborough County, Florida following a traffic accident. His blood alcohol content after the accident was 0.163. FAA airman records also indicate he was convicted of driving under the influence of alcohol in California in September, 1991. A review of the pilot’s web site revealed multiple video clips of the pilot flying N262MX during previous airshow performances. The clips showed the pilot performing a wide range of aerobatic maneuvers. Although the number of Gs experienced during the maneuvers cannot be quantified, an announcer stated the following on a video clip from the 2008 Tico Airshow, “That’s about 11 Gs right there…” AIRCRAFT INFORMATION According to the MXR Technologies web site, the two-seat, low wing, aerobatic sport airplane is capable of a roll rate of 400 degrees per second. The “G” limits for the airplane are 14 positive and 14 negative. Logbook records indicate that the airplane, engine, and propeller received a 12-month conditional inspection on March 2, 2009. The airplane had accrued approximately 586 hours at the time of the inspection. METEOROLOGICAL INFORMATION The 1253 weather observation for Brooksville, Florida (BKV), located about 20 miles northwest of the accident site, included the following: surface winds variable at 4 knots, 10 statute miles visibility, a broken ceiling at 4,700 feet, temperature 79 degrees Fahrenheit, dew point 54 degrees Fahrenheit, and an altimeter setting of 30.25 inches of mercury. WRECKAGE AND IMPACT INFORMATION The wreckage was found in an orange grove near the corner of Enterprise Road and Old Lakeland Parkway in Dade City. The wreckage was found in an upright attitude. The Federal Aviation Administration (FAA) inspector who responded to the accident site reported that one orange tree was impact-damaged during the accident sequence and the wreckage confined to one area with no linear ground scar observed. He reported that it “appeared as though the aircraft impacted the ground in an upright attitude, going essentially straight down. Impact with the ground appeared to be with the belly of the aircraft.” A majority of the main wreckage was damaged by a post-crash fire. All primary flight control surfaces were found within the area of the main wreckage. The inspector stated that the intense heat, movement of the deceased, and movement of the wreckage made it impossible to determine flight control continuity. Two of the three propeller blades were “largely intact and sticking up’ and were not “sheared off by rotational forces...” Several engine accessories were broken off at their mounts. Prior to moving the wreckage to a salvage facility, the engine crankshaft was turned by hand and internal drive train continuity was confirmed. On March 30, 2009, an examination of the engine was performed at Quality Air Salvage, Groveland, Florida, under the direction of an FAA inspector. The inspector reported that the right magneto was sheared off and the left magneto was “melted into a puddle.” The engine accessory case was removed and the crankshaft gear retaining bolt was in place. The magneto drives and bearings were in place. The magneto drive bearings were heat damaged from the post-crash fire and after removal the engine “spun freely.” The numbers 1, 3, and 5 cylinders were removed; the crankshaft, connecting rods, counterweights, and camshaft were all in place. They rotated freely and were in the correct orientation. The cylinders, valves, spark plugs, and pistons were “normal” in appearance. The fuel servo was removed; the housing was partially crushed. The fuel inlet screen was intact. When removed, the screen was clean and fuel was present. Examination of the wreckage by FAA inspectors did not reveal any evidence of a pre-existing mechanical failure or malfunction. MEDICAL AND PATHOLOGICAL INFORMATION Postmortem examination of the pilot was performed by the Office of the Medical Examiner, District 6, Pasco and Pinellas Counties, Florida. The cause of death was listed as, “Blunt Trauma,” and the manner of death was “Accident.” Forensic toxicology was performed on specimens of the pilot by the FAA Bioaeronautical Sciences Research Laboratory (CAMI), Oklahoma City, Oklahoma. The CAMI toxicology report was negative for ethanol, cyanide, carbon monoxide. The following drugs were detected: atenolol in the blood and urine, ibuprofen in the urine, 0.0012 ug/ml tetrahydrocannabinol (marihuana) in the blood and 0.0186 ug/ml tetrahydrocannabinol in the urine. According to FAA medical records, the pilot had been under treatment for essential hypertension since August, 2005. He had been prescribed atenolol (50 mg) and losartan (160 mg) and according to a letter to the FAA from his physician, dated December 20, 2005, no adverse side affects were noted. The pilot reported the use of atenolol and losartan on his December 14, 2005 and January 9, 2008 medical certificate applications. On his last medical certificate application, dated March 5, 2009, item 17A, “Do You Currently Use Any Medication (Prescription or Nonprescription)?” a “no” response was indicated. A “no” response was also indicated for item 18n (medical history), “Substance dependence or failed a drug test ever or substance abuse or use of illegal substance in the last 2 years.” A “yes” response was indicated for item 18h, “High or low blood pressure” and the following remarks were entered in the “Explanations” section: “18h: High Blood Pressure, Now Normal without Meds.” The U.S. Navy Aeromedical Reference and Waiver Guide notes that “Aviation personnel on beta blockers [a class of medications including atenolol] should not pull more than 2.5 Gs.” The FAA 2006 and 2009 Guide for Aviation Medical Examiners each note that “Medications acceptable to the FAA for treatment of hypertension [high blood pressure] in applicants include all … beta-adrenergic blocking agents [beta blockers] …”
An in-flight loss of aircraft control for an undetermined reason.
Source: NTSB Aviation Accident Database
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