History of Flight
On March 21, 2014, about 1050 eastern daylight time, a Cessna LC41-550FG, registration N717RR, was substantially damaged after a loss of engine power while executing a go-around at Palatka Municipal Airport (28J), Palatka, Florida. The certificated private pilot received serious injuries, and the pilot-rated passenger was fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight conducted under 14 CFR Part 91, which originated from Northeast Florida Regional Airport (SGJ), St. Augustine, Florida.
The pilot reported that the flight initially climbed to 2,500 feet mean sea level (msl) but descended to 1,400 feet msl due to clouds. Approaching the airport, they descended to 1,200 feet msl. The pilot entered a left downwind for runway 9 on a 45-degree angle. After being passed by another airplane, he made a 360-degree turn for spacing and extended the downwind leg. When joining base leg, he determined they were high and chose to perform a low approach instead of a touch-and-go landing. He set 12 inches of manifold pressure (mp). Descending to about 400 feet msl, he decided to go around and advanced the throttle, but the engine did not respond. He pitched for 100 knots indicated airspeed (best glide) and attempted a straight-ahead landing but saw pine trees. The engine still indicated 12" mp, and the propeller appeared windmilling. He then aimed for a pond.
A witness observed the airplane over the last third of runway 09, below a tree line, with gray smoke from the exhaust, appearing to struggle to maintain altitude. As it approached the end of the runway, it pitched up and passed over trees at the end of a field.
Personnel Information
The pilot held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. His most recent FAA third-class medical certificate was issued April 17, 2013. He reported 466 total flight hours, 235 in the accident make and model.
The pilot-rated passenger held a private pilot certificate with a rating for airplane single-engine land. His most recent FAA third-class medical certificate was issued August 9, 2011. He reported 400 total flight hours.
Aircraft Information
The accident aircraft was a pre-molded composite, semi-monocoque, four-seat, single-engine, low-wing, tricycle-design airplane powered by a 310-horsepower Continental TSIO-550-C11B engine driving a 3-bladed Hartzell constant-speed propeller. It was certificated in the utility category and manufactured in 2008. At the time of the accident, the airplane had accrued 432.8 total hours.
Maintenance history included an annual inspection completed June 1, 2013, at 384.9 hours, during which the engine's continuous flow injection system was checked. On February 19, 2014, at 425.1 hours, the engine oil and filter were replaced with no contaminants noted.
Meteorological Information
At the accident time, Palatka Municipal Airport reported winds 070 degrees at 10 knots, 10 miles visibility, clear sky, temperature 20°C, dew point 10°C, and altimeter setting 30.14 inches of mercury.
Wreckage and Impact Information
The airplane initially touched down on a retention pond east of the airport, skipped twice, slid up an embankment, struck a chain-link fence, then stacks of wooden shipping pallets, and came to rest about 30 feet from a home improvement store.
Examination revealed the lower engine cowling deformed, top cowling separated, and propeller blades bent aft around the cowling with no leading-edge gouging. The right main landing gear separated, right wingtip separated, and right side of fuselage separated near the right wing root. The left wing root separated from the fuselage; left main landing gear remained attached with impact damage. The nose landing gear bent back into the fuselage. All cockpit switches and ignition were turned off by first responders. The wing flap switch was up, flaps up. Throttle found at idle, propeller control at high pitch, mixture full rich. Fuel selector was on left tank.
Engine Examination
The engine showed no external evidence of operational distress. The magnetos produced sparks during manual rotation. Spark plugs were covered in black soot, consistent with carbon fouling. Fuel system components contained 100LL aviation gasoline and demonstrated functionality, though the fuel pump produced higher-than-specified pressure, likely due to adjustments. The throttle body/metering unit met fuel flow specifications except at low and high throttle angles. No anomalies were found in ignition or turbocharger systems that would preclude normal operation.
Pilot Statements
The pilot stated he normally ran 18" mp in the pattern for 115 knots, reducing to 12" mp on base for 500 fpm descent. On the accident flight, traffic prevented his normal power settings. He did not lean the mixture during the flight from SGJ to 28J. He reported three prior instances of engine quits on the ground, after which maintenance found no issues.
Checklist and POH
A checklist found on the pilot's seat was labeled "Normal Procedures-Abbreviated Checklist" and "FOR TRAINING PURPOSES ONLY," lacking guidance on spark plug fouling, power settings, mixture use, or go-around procedures. The Cessna-provided normal procedures checklist included guidance for spark plug fouling, mixture use, and go-around procedures requiring the backup fuel pump in the "ARM" position.