Accident Overview
On August 7, 2016, at 1123 Atlantic standard time, a Diamond DA20-C1, registration N828BB, was destroyed following a collision with terrain after a bounced landing and runway excursion. The accident occurred at Henry E. Rohlson International Airport (STX) in Christiansted, St. Croix, US Virgin Islands. The student pilot and flight instructor were seriously injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local instructional flight, which originated at STX about 1030 and was conducted under 14 CFR Part 91.
Pilot Information
The flight instructor held a commercial pilot certificate with ratings for airplane single-engine land, multiengine land, and instrument airplane, as well as a flight instructor certificate for airplane single-engine. He was issued an FAA second-class medical certificate on January 29, 2016, and had accrued 506 total hours of flight experience according to the operator. The student pilot was issued an FAA third-class medical certificate on June 10, 2014, and had accrued 34.6 total hours of flight experience.
Sequence of Events
According to the flight instructor, the student completed a normal traffic pattern but bounced the landing. The instructor took over the flight controls, initiated a go-around, and retracted the wing flaps. He described making a shallow turn back to runway heading and establishing a 60-knot climb before perceiving a severe decrease in engine power and a loss of lift. He then extended the wing flaps to the takeoff position, and the airplane impacted the ground.
An air traffic controller at STX reported that the airplane had completed one touch-and-go landing and was cleared for a second. Just prior to touchdown, the airplane tilted to its left, and the left wingtip appeared to strike the ground before the main landing gear. The airplane continued, bouncing four to five times before banking hard left, departing the landing surface, and crashing into trees north of the runway.
A witness near the airport heard the accident but did not see it. He reported hearing an airplane engine at low rpm as it approached the airport, consistent with a small airplane on final approach. The engine then accelerated to a high rpm condition for 3 to 5 seconds before the sounds of impact were heard.
Aircraft and Wreckage Information
The airplane's most recent annual inspection was completed on June 24, 2016, at 1,982.9 total aircraft hours. The wreckage came to rest approximately 1,700 feet beyond the approach end of runway 10 and 410 feet left of the runway centerline. Examination by FAA aviation safety inspectors revealed that the tail section and engine compartment separated from the cockpit and cabin structure, with the engine remaining attached by wires and cables. Control continuity was established from the cockpit to the flight control surfaces through cable breaks and cuts made by recovery personnel. Photographs showed angular cuts in tree branches where the airplane entered the trees adjacent to the runway.
Weather Information
At 1053, the weather reported at STX included few clouds at 1,800 feet and wind from 120° at 10 knots. The temperature was 32°C, the dew point was 26°C, and the altimeter setting was 30.05 inches of mercury.
Engine Examination
The engine was examined at the manufacturer's facility under NTSB supervision. The engine was rotated by hand at the propeller flange, and continuity was confirmed from the powertrain through the valvetrain to the accessory section. The force required to rotate the crankshaft was greater than nominal, and the source of resistance could not be immediately determined through external visual or internal borescope examination. Disassembly revealed that impact damage to the front of the engine resulted in the No. 4 engine bearing and oil slinger impinging upon the crankshaft, preventing smooth rotation. Examination of internal components and bearings showed normal wear and lubrication signatures, with no preimpact mechanical anomalies. Bench testing indicated that the magnetos and fuel injection system were fully functional with no anomalies that would have prevented normal operation.