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N516XL accident description

Florida map... Florida list
Crash location 28.368056°N, 80.687500°W
Reported location is a long distance from the NTSB's reported nearest city. This often means that the location has a typo, or is incorrect.
Nearest city Merritt Island, FL
28.539165°N, 80.671996°W
11.9 miles away
Tail number N516XL
Accident date 09 Jun 2014
Aircraft type Liberty Aerospace Incorporated XL-2
Additional details: None

NTSB Factual Report

HISTORY OF FLIGHT

On June 9, 2014, about 2036 eastern daylight time, a Liberty Aerospace, Incorporated XL-2, N516XL, crashed in a residential area approximately 1.5 nautical miles north-northwest of Merritt Island Airport (COI), Merritt Island, Florida. Both occupants were fatally injured and the airplane was destroyed. The airplane was registered to Spatial, Inc., and operated under the provisions of 14 Code of Federal Regulations (CFR) Part 91 as a personal flight. Visual meteorological conditions prevailed at the time and no flight plan was filed for the local flight that originated from COI.

The purpose of the flight was a checkout of an individual by the airplane owner seated in the right seat. The owner's girlfriend provided a timeline indicating the last text message she received from him was at 1808, indicating he was on his way to the checkride. About 2 minutes later, or at 1810, the left seat occupant left a voice mail message indicating that he was at the end of his driveway waiting for the right seat occupant to drive past. At 1930, a friend reported seeing the airplane on a taxiway at COI with the doors open and no-one nearby. The girlfriend further reported that she had a commitment with her boyfriend at 2000 hours that day.

One witness reported to the Federal Aviation Administration (FAA) inspector-in-charge seeing the airplane flying about 200 feet above ground level, then bank to the east. He observed the nose drop and the airplane went straight down. He reported the engine popped then became quiet and popped again. The witnesses estimated he was approximately ½ mile from the accident site. The same witness provided a sworn taped interview to the Brevard County Sheriff's Office Agent indicating hearing the engine rev up while descending followed by hearing the sound of the crash.

Another witness reported to the FAA-IIC observing the airplane flying about 300-400 feet above the ground with the aircraft spinning nose down. He then lost sight of the airplane.

Still another witness reported to the FAA-IIC hearing a swooshing sound and realized it was an aircraft. He noted that the engine was not running and the airplane was a couple hundred feet in the air as he saw it go straight down like from 12 to 6 o'clock. He called 911 to report the accident. The same witness also provided a sworn taped interview to the agent of Brevard County Sheriff's Office indicating that he did not hear the engine running during flight.

The homeowner reported to NTSB that on the date and time of the accident, he was inside his house in his kitchen. He reported it was still light out, and he heard a loud sound that shook his house. He reported prior to the impact he did not hear an engine sound. It took him about 1 minute to find his phone, and he called 911 at 2036. He went outside and spotted the wreckage. While near the wreckage there was no sound from it and no "obvious smell of fuel." He estimated that law enforcement was on-scene within 2 minutes and fire rescue responded shortly thereafter. He was the only person present in his home at the time.

FAA personnel reported there was no record of any ATC contact, no flight plan, and no contact with LM Automated Flight Service Station.

Radar data from Orlando Approach Control, that utilizes Space Coast Regional Radar Sensor was examined by NTSB for uncorrelated and primary radar returns using the accident site location (latitude and longitude) and accident time as a starting point and working backwards. That review revealed at 2010:14, an uncorrelated radar target at 200 feet mean sea level (msl) was located about 0.4 nautical mile and 95 degrees from the departure end of runway 11 at COI. The target remained in left traffic pattern for COI, then departed flying north of the airport where changes in direction occurred. While remaining north of the airport between 2035:05 and 2035:19, the flight proceeded in a northwesterly direction while flying between 1,400 and 1,300 feet msl. At 2035:24, a primary radar return with no altitude available was located nearly due west and about 270 feet of the previous radar target. The next uncorrelated radar target at 2035:29, at 500 feet msl was located about 417 feet and 348 degrees from the primary radar return. Excluding the primary radar return, between 2035:19 and 2035:29, the airplane descended 800 feet, resulting in a calculated average rate of descent of about 4,800 feet per minute. The accident site was located about 130 feet and 142 degrees from the last uncorrelated radar return. Plots of the uncorrelated radar targets and raw radar data utilized for the plots are contained in the NTSB public docket.

PERSONNEL INFORMATION

The left seat occupant, age 65, held a private pilot certificate with airplane single and multi-engine land ratings issued August 29, 2013, and held a third class medical certificate with a limitation, "must have available glasses for near vision" issued on July 2, 2012. On the application for his last medical certificate he listed a total time of 30 hours. There were no records of enforcement action. His wife reported he was in "very good health" and did not take any medication, and just had a physical 6 months earlier.

The right seat occupant, age 47, held an airline transport pilot certificate with multi-engine land rating issued April 3, 2014. He also held a commercial pilot certificate with airplane single and multi-engine land, instrument airplane ratings, issued January 30, 2013. He held a first class medical certificate with limitation to wear corrective lenses issued on December 2, 2013. On the application for his last medical certificate he listed a total time of 2,140 hours. There were no records of enforcement. His son indicated he was in excellent health, and his girlfriend indicated he was not taking any prescription medication, but would take Ibuprofen as needed for a sore back.

A review of the right seat occupant's pilot logbook that was found in a bag in the wreckage revealed it contained entries between June 20, 2010, and April 6, 2014. He logged time in the following aircraft: Cessna 150, Cessna 172, Piper PA-28R, Piper PA-23-250, Fairchild SA-227, Casa 212, and the accident airplane. Between these dates he logged a total time of approximately 863 hours, of which approximately 41 were as pilot-in-command in the accident airplane. His first logged flight in the accident airplane occurred on January 11, 2013, and his last logged flight in the accident airplane occurred on April 6, 2014.

Correlation of the right seat occupant's flight time in the accident airplane after his last logged flight was performed using the "Aircraft Flight Log." Between his last logged flight and June 2, 2014, he accrued 3.2 hours in the accident airplane, resulting in a total of 43.7 hours make and model.

AIRCRAFT INFORMATION

The airplane was manufactured in 2006 by Liberty Aerospace, Inc., as model XL-2, and was designated serial number 0011. It was powered by a 125 horsepower Continental Motors, Inc., IOF-240-B engine controlled by Full Authority Digital Electronic Control (FADEC) system which includes two Electronic Control Units (ECUs), Health Status Annunciator (HSA), FADEC Sensor Set, and low voltage wiring harness. The airplane was also equipped with a Sensenich W69EK7-63G fixed pitch wood/fiberglass propeller.

Following manufacturing, on June 26, 2007, Service Instruction Letter (SIL) 06-006 was complied with which installed an Aerosance engine data interface (EDI) model EDI-200. On July 16, 2007, the EDI-200 was removed and a new EDI was installed.

A review of the 'Aircraft" logbook that contained entries from January 19, 2006, to the last entry dated September 15, 2013, revealed no entry related to removal or repair of the auxiliary fuel pump. The airplane was last inspected in accordance with an annual inspection on September 15, 2013; the airplane total time at that time was recorded to be 615.6 hours. There were no further entries in the airframe or engine logbooks after the annual inspection was signed off as being completed. Further review of the aircraft maintenance records revealed an entry dated May 23, 2008, indicating the aircraft total time was 570.8 hours, while an entry dated January 7, 2013, indicates the total time was 568.9 hours, consistent with record keeping errors and the airplane not being operated for over 4 years 7 months. According to the FAA Registration Application dated January 11, 2013, the right seat occupant listed himself as the president under the name, "Spatial, Inc." The next entry in the airframe maintenance after the right seat occupant purchased the airplane was dated August 2, 2013, which indicates the airplane total time was 613.4 hours. Excerpts of the Airframe and Engine logbooks are contained in the NTSB public docket.

A spiral bound "Aircraft Flight Log" book which documents flights, flight date, time out, time in, flight duration, fuel information, and discrepancies was found in the wreckage. The book documented flights between February 2, 2013, and June 2, 2014. Further review of it revealed that after the annual inspection was signed off, an entry dated December 19, 2013, indicates, "Fadec caution [intermittent] rough engine." Another entry the same day indicates, "intermittent 20 [degrees] flap", likely referring to the flap position indicator light. An entry dated December 20-21, 2013, indicates, "Fadec panel flickered for about 5 [minutes]", while an entry on December 23, 2013, indicates, "20 degrees flap [indicator] intermittent." An entry dated January 17, 2014, indicates, "Fadec caution flash." There were no entries related to the FADEC between January 19, 2014, and the last entry dated June 2, 2014. Further review of the entry for June 2, 2014, indicates no discrepancies, 14 gallons of fuel were added, and the ending time was 667.0 hours. Excerpts from the "Aircraft Flight Log" are contained in the NTSB public docket.

Service Instruction Letter (SIL) RKI-SIL-08-001 had not been complied with; therefore, the gross weight was 1,653 pounds.

METEOROLOGICAL INFORMATION

The terminal area forecast (TAF) for COF issued on June 9, 2014, at 1800 UTC, valid until June 10, 2014, until 2400 UTC, indicates the wind was forecast to be from 100 degrees at 12 knots, the visibility was forecast to be greater than 6 miles, and scattered clouds at 3,000 and 10,000 feet were forecast. Temporarily between 1900 UTC to 2300 UTC, broken clouds were forecast at 3,000 feet, overcast clouds at 5,000 feet, and from 2300 UTC to 2400 UTC, the wind was forecast to be from 140 degrees at 9 knots, the visibility was greater than 6 knots, few clouds at 3,000 feet and scattered clouds at 5,000 feet. From 0500 UTC on June 10, 2014 to 0600 UTC, the wind was forecast to be from 210 degrees at 6 knots, the visibility greater than 6 miles, few clouds at 3,000 feet.

A surface observation weather report taken at Patrick Air Force Base (COF), Cocoa, Florida, at 2058, or approximately 22 minutes after the accident indicates the wind was from 120 degrees at 6 knots, the visibility was 10 statute miles, and clear skies existed. The temperature and dew point 27 and 24 degrees Celsius respectively, and the altimeter setting was 29.97 inches of Mercury. The accident site was located about 9 nautical miles and 334 degrees from COF.

According to the U.S. Naval Observatory, sunset occurred at 2019, and the end of civil twilight occurred at 2046. Excerpts of Weather Reports and Records are contained in the NTSB public docket.

AIRPORT INFORMATION

The Merritt Island Airport is a publically owned uncontrolled field with a published common traffic advisory frequency (CTAF)/UNICOM of 122.975. The frequency is not recorded.

A fixed base operator (FBO) at COI has a VHF transceiver; however, they closed at 1900 hours that day, and the CTAF/UNICOM frequency is not recorded.

FLIGHT RECORDERS

The airplane was equipped with an Engine Date Interface (EDI), TCM P/N 657230 Rev A, P/N 14049 B, S/N 0643005. The EDI was retained by NTSB for read-out by the NTSB Vehicle Recorder Division, located in Washington, D.C.

According to the NTSB Vehicle Recorder Division Report concerning the EDI, the file structure on the card was found to be corrupted due to the rapid removal of electrical power as a result of the accident. The file structure was rebuilt using data recovery software and the recorded data was extracted normally. The last file recorded identified as "edi0036.dal" contained what appeared to be three flights. The 1st flight recorded from takeoff to landing was approximately 3426 seconds, or 57.2 minutes long. The 2nd flight in the file was about 2126 seconds, or 35.4 minutes long and the 3rd flight was approximately 98 seconds long. Without having the date and time accurately recorded in the data files no positive determination could be made as to what flight segment was the accident flight.

There were no engine or engine controller faults recorded during the last recorded data file (edi0036.dal) which included the accident flight.

Correlation of the engine data from elapsed time to the event local time, EDT, was performed with an offset to the time of the accident. The recorded data in approximately 1 second increments associated with the last file revealed engine start occurred about 2017:04, and the data continues without interruption until 2036:00, resulting in approximately 19 minutes of recorded data.

The report also indicates correlation of data associated with engine start, taxi, and run-up. For about 1 minute 3 seconds after takeoff, or to the end of the recorded data, the rpm was noted to be between approximately 2,500 and 2,600, the fuel pressure increased from 39 psi to about 56 psi (within normal green arc range), and all readings for cylinder head temperature were above the minimum reported values. A copy of the report and downloaded data as an attachment are contained in the NTSB public docket.

WRECKAGE AND IMPACT INFORMATION

The airplane crashed in the side yard of a residence located in a high density residential area; the wreckage was located at 28 degrees 22.083 minutes North Latitude and 080 degrees 41.252 minutes West longitude, or on the east side of a residence. The airplane was upright and all parts necessary to sustain flight remained connected or were in close proximity to the main wreckage.

Further inspection of the accident site revealed the airplane came to rest upright on a magnetic heading of 266 degrees, with the empennage resting against an approximate 6 foot tall fence that was oriented on a north/south direction. Power-lines located about 20 feet above ground level and above the fence were not damaged, and there was minimal damage to the western edge of the house located approximately 13 feet west of the fence. Furniture located in the side yard sustained impact damage. The tip of one propeller blade was noted extending from the impact crater associated with the engine and propeller; the impact crate was about 12 inches deep. The nose landing gear was structurally separated.

Inspection of the wreckage revealed no evidence of fire on any observed component; the fuel tank was breached on the bottom portion. First responder personnel cut the aft spar attach of the left wing during the recovery efforts. According to the Federal Aviation Administration (FAA) inspector-in-charge, there was very little fuel smell when he arrived on scene a few hours after the accident. As part of the recovery, the insurance company contracted with a company to take soil samples for determining the extent of fuel leakage. Preliminary results found several "hot spots" which correlated with the area beneath the ruptured fuel tank. Testing revealed fuel was detected 5 feet below the surface, which correlated with the water table level.

The wreckage was recovered to a secure location for further inspection. Inspection of the airframe following recovery revealed the empennage was separated, but both wings remained attached to the fuselage. All primary and secondary flight control surfaces remained attached. The flap drive cross tube was separated from the airplane; reportedly removed by rescue personnel. The flap rod end fitting remained attached to the flap

NTSB Probable Cause

The failure of the pilots to maintain airspeed while maneuvering, which resulted in the airplane exceeding its critical angle of attack and experiencing an aerodynamic stall. Contributing to the accident was the loss of engine power for a reason that could not be determined by the postaccident examination, which was limited due to impact damage.

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