St. Augustine, FL, USA
N100NG
EXTRA NG
The accident pilot was the lead pilot of a flight of two returning to their home base after a local flight. The pilot reported a loss of engine rpm and the pilot of the second airplane reported the accident airplane was trailing smoke. An emergency was declared, and the airplane was cleared to land. Automatic dependent surveillance-broadcast (ADS-B) data showed the airplane crossed the airport boundary at an altitude of 200 ft with a groundspeed of 165 knots. The recommended speed for a precautionary landing with engine power is 90 knots. The pilot overflew the runway, and the airplane came to rest inverted in a marsh, about 1,500 ft past the end of the runway. The airplane was not visible from shore. First responders used multiple boats and a drone to search for the airplane; however, shallow water and the terrain slowed responders’ progress. A good Samaritan, who first located the airplane, provided assistance to the pilot and guided emergency responders to the airplane. During the time responders searched for and extricated the pilot the tide continued to rise and submerged the pilot before extrication. Downloaded engine data indicated an increase in cylinder head temperature (CHT) in the No. 4 cylinder followed by loss of oil pressure, a drop in exhaust gas temperature (EGT), and a decrease in engine power to 50%. The No. 4 cylinder exhibited low compression and suction during the postaccident examination, which was most likely due to environmental debris from the accident sequence that was found on the valve seat. No other anomalies were found during the examination that would have resulted in the loss of engine power. Review of postaccident medical records, including the autopsy data and toxicology reports, revealed no medical issues that would have contributed to the accident. Although the toxicology detected therapeutic levels of the unapproved antidepressant vilazodone, which is associated with side effects such as dizziness, it is unknown how long the pilot was taking this medication or the severity of her depression. Given the pilot’s actions during the flight, it is unlikely that effects from this medication or the pilot’s depression were factors in this accident. The metabolite of naltrexone, 6-beta-natrexol, was detected but not quantified, suggesting that any effects from the use of naltrexone were likely minimal and not a factor in this accident. ADS-B data revealed the airplane crossed over the runway threshold at a significantly higher airspeed than recommended in the pilot’s operating handbook. It’s likely the pilot’s perceived emergency and urgency to land led to the excessive airspeed on final approach and inability to touchdown on the runway.
HISTORY OF FLIGHTOn March 2, 2022, at 1702 eastern standard time, an Extra NG airplane, N100NG, was substantially damaged when it was involved in an accident near St. Augustine, Florida. The private pilot was fatally injured. The airplane was operated by the pilot as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot of a second Extra 300, N331FZ, stated he was flying in a flight of two with his fiancée flying lead in the accident airplane. They were returning to their home airport after a short local flight. After several moments of watching smoke come from the exhaust of the accident airplane, he asked over the radio if the airplane’s smoke-generator was on. The pilot replied that it was not, and she added that the engine was producing only 1,380 rpm, which was below the expected 2,200 rpm cruise power setting. The accident pilot stated over the tower frequency “my engine is doing something weird, what do I do?” While at 2,800 ft, and 7 miles west of Northeast Florida Regional Airport (SGJ), the pilot of N331FZ advised air traffic control (ATC) that N100NG had a partial loss of engine power, was trailing smoke, declared an emergency for the accident airplane, and told ATC that N100NG was “making a b line for 13.” ATC cleared N100NG to land runway 13. As both airplanes approached SGJ, the pilot of N331FZ stated over the tower frequency “you’re going to make it down, cut the throttle, slip it in…you have a lot of energy now, cut the throttle, slip it deep, deep, slip, you got it.” A review of the ADS-B data provided by the Federal Aviation Administration (FAA) depicted the airplane at 200 ft and 165 knots groundspeed as it crossed the airport boundary at 1701. The airplane overflew the 8,000 ft runway and came to rest inverted in marshland about 1,500 ft past the departure end of the landing runway. Afterwards, the pilot transmitted over the tower frequency, “I had too much speed; I should have come in slower.” PERSONNEL INFORMATIONTwo months before the accident the pilot completed an experience questionnaire and reported 337 total flight hours, with 11 total hours in the accident make and model. According to the National Transportation Safety Board Pilot/Operator Accident Report (Form 6120.1), she had accumulated 350 total flight hours, with 25 hours in the accident make and model. AIRCRAFT INFORMATIONData downloaded from a Garmin G3X captured engine data for the accident flight. The data indicated there was an increase in CHT in the No. 4 cylinder for 5 minutes, followed by loss of oil pressure at 1657. Following the loss of oil pressure, the No. 4 CHT and EGT dropped as well. The engine power was steady until 1657, then decreased to 50% until 1701. According to the pilot’s operating handbook, the recommended airspeed for a precautionary landing with engine power is 90 knots indicated. The final ADS-B target depicted the airplane at 165 knots groundspeed just before crossing over the runway threshold. AIRPORT INFORMATIONData downloaded from a Garmin G3X captured engine data for the accident flight. The data indicated there was an increase in CHT in the No. 4 cylinder for 5 minutes, followed by loss of oil pressure at 1657. Following the loss of oil pressure, the No. 4 CHT and EGT dropped as well. The engine power was steady until 1657, then decreased to 50% until 1701. According to the pilot’s operating handbook, the recommended airspeed for a precautionary landing with engine power is 90 knots indicated. The final ADS-B target depicted the airplane at 165 knots groundspeed just before crossing over the runway threshold. WRECKAGE AND IMPACT INFORMATIONExamination of the wreckage revealed no evidence of in-flight or post-crash fire. Flight control continuity was established from the cockpit controls to all flight control surfaces. About 11 gallons of fuel were drained from the fuel tanks; the fuel appeared clear and free of contaminants. Two of the three composite propeller blades were fractured off at the hub. The engine’s crankshaft was rotated by hand at the propeller hub and continuity was established from the powertrain to the valvetrain and the accessory section. The propeller was rotated by hand and engine continuity was established to the rear accessory case. Thumb compression was established on all cylinders. The No. 4 cylinder had low compression and suction; debris was present on the valve seat. Examination of the cylinders, valves, and pistons with a lighted borescope revealed no anomalies. Both magnetos were removed, actuated with an electric drill, and spark was produced at all terminal leads. The propeller governor was removed, rotated by hand, and oil flowed through the governor as designed. The mechanical fuel pump was removed and pumped fluid when actuated by hand; no anomalies were noted. The electric fuel pump operated normally with electrical power applied; the pump rotated normally. The throttle body fuel filter, fuel nozzles, and fuel flow divider were clear and free of debris. MEDICAL AND PATHOLOGICAL INFORMATIONAccording to the autopsy performed by the Office of the Medical Examiner, Jacksonville, Florida, the cause of death in the pilot was drowning and the manner of death was accident. Toxicological testing performed by the FAA’s Forensic Sciences Laboratory identified the sedatives midazolam at 4 nanograms per milliliter (ng/mL) and lorazepam at 39 ng/mL in the pilot’s heart blood and in her liver tissue. The antidepressant vilazodone was detected at 49 ng/mL in heart blood and in liver tissue; vilazodone is not an approved FAA antidepressant medication. The major metabolite of naltrexone, 6-beta-naltrexol, was detected in her heart blood and liver tissue; naltrexone is used to treat alcohol and opiate dependency. Ethanol was detected in the pilot’s heart blood at 0.010 grams per deciliter (gm/dL) but was not detected in her vitreous fluid. Toxicological testing performed for the medical examiner’s office detected the opioid fentanyl at 13 ng/mL and caffeine in her hospital blood. SURVIVAL ASPECTSAt 1700, the tower controller cleared the airplane to land and notified fire and rescue there was an airplane inbound with an emergency. At 1703 the tower controller advised them the airplane overran the runway and was in the marsh. Additional emergency personnel arrived on scene at 1704 and staged at the end of the runway to search for the airplane. A riverboat was dispatched and attempted to access the marsh and locate the airplane; however, low tide and terrain hindered progress. The boat repositioned and attempted another route which was also unsuccessful. About 1726 an airboat was launched in addition to the riverboat to search for the airplane. About 1736 a drone was launched to aid the search, along with an additional airboat. A good Samaritan was the first to reach the airplane and provided visual directions to assist the emergency boats in locating the airplane. The good Samaritan reported the airplane was inverted in the marsh and that he was able to reach in and hold part of the pilots face out of the water. About 1743 both airboats reach the airplane and began the extrication process. During the extrication the water level was rising fast, and responders were no longer able to see the pilot. About 1752 the pilot was extricated, taken to the ramp, and transported to a local hospital about 1808.
The pilot’s excessive airspeed during landing, which resulted in a runway excursion and collision with terrain. Contributing to the accident was the loss of engine power for undetermined reasons and contributing to the severity of the accident were the environmental challenges related to the airplane’s location in a marsh, which increased the emergency response time.
Source: NTSB Aviation Accident Database
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