Accident Sequence
On November 5, 2014, at 1145 Pacific standard time, an Extra Flugzeugproduktions- und EA-300/L, registration N369XT, was on final approach for runway 35L at Henderson Executive Airport, Las Vegas, Nevada. The airplane was operating as a 14 Code of Federal Regulations Part 91 instructional flight, registered to Unmanned Systems, Inc., and operated by Sky Combat Ace. Visual meteorological conditions prevailed, and the flight had originated from the same airport at 1100.
The pilot reported that while on long final at about 3,000 feet above ground level, he advanced the propeller condition lever to full forward. Shortly thereafter, he sensed a loss of engine power. He verified that the mixture was set to full rich and that the acro (center) fuel tank was selected. The propeller continued to windmill as he attempted to restart the engine twice, without success. He did not feather the propeller. Realizing he would not reach the runway, the pilot executed a sudden left turn to attempt a landing on a road parallel to the airport fence line. During the off-field landing, the right wing and landing gear sustained structural damage. The pilot noted that the center fuel tank was three-quarters full (17-gallon capacity), and the wing tanks were empty.
Post-Accident Examination
A Federal Aviation Administration (FAA) inspector examined the airplane at the accident scene. The right wing fuel tank was empty, the left wing fuel tank contained about 2 inches of fuel, the center acro tank held about 14 inches of fuel, and the fuel selector was found in the OFF position. On November 7, 2014, an FAA inspector examined the engine and attached propeller governor. The propeller control linkage was connected and operated correctly, positive rotation between the governor drive spline and the engine was verified, and positive oil flow was observed within the propeller governor oil ports.
On November 6, 2015, an NTSB investigator examined the airplane and engine. No preaccident anomalies were identified with the engine, engine controls, or fuel system.
Cockpit Recording Analysis
The accident was recorded on a GoPro camera mounted in the cockpit facing aft, showing the occupants. The NTSB Vehicle Recorders Division conducted a Sound Spectrum Study on the audio. The strongest tone during cruise flight was steady, corresponding to an engine speed of 2,360 rpm. Approximately one minute before terrain impact, the blade passage frequency began to oscillate over a 12-second period, after which the engine rpm steadily decreased to 1,205 at the time of impact.