History of Flight
On December 27, 2016, at about 1756 eastern standard time, an experimental, amateur-built Epic LT airplane, registered N669WR, sustained substantial damage when it struck terrain during an instrument approach to Spruce Creek Airport (7FL6) in Port Orange, Florida. The private pilot and passenger were fatally injured. The aircraft was privately owned and operated under 14 CFR Part 91. Instrument meteorological conditions prevailed, and an IFR flight plan was filed for the flight, which originated from Millington Regional Jetport (NQA), Millington, Tennessee, about 1558, and was destined for 7FL6.
The pilot had departed earlier that morning from Willmar Municipal Airport (BDH), Willmar, Minnesota, with a planned stop at NQA before proceeding to 7FL6. A weather briefing from Lockheed-Martin Flight Service was received at 1249 before departure. The briefing indicated that the terminal area forecast predicted VFR conditions until 2300, but an AIRMET and a Center Weather Advisory called for low IFR conditions at 7FL6. The briefer advised the pilot to check weather en route for updates.
After landing at NQA about 1529, the pilot departed about 1558. No records showed that the pilot obtained updated weather during this stop. At 1555, a CWA for low IFR conditions (ceilings below 500 ft and visibility below 1/2 mile in fog) was issued, valid until 1755. Another CWA was issued at 1700, valid until 1900, also for low IFR conditions.
Air traffic control communications showed that about 1741, the pilot told the approach controller he had current weather at 7FL6 and the "visibility to get in there." The controller did not provide the 1700 CWA. The controller vectored the flight to the final approach course, provided missed approach instructions (heading 070°, climb to 2,000 ft), and cleared the approach. After the airplane was established on the final approach course, the controller approved a frequency change. The pilot acknowledged and stated he would call on the ground to cancel his IFR flight plan. No further communications were received.
Radar data revealed that during the final 46 seconds of flight, the airplane approached the airport on a northeasterly heading just north of the final approach course. At 1756:01, it was abeam the runway numbers at 100 ft msl (76 ft agl) before initiating a climbing right turn. It climbed to 200 ft msl, descended to 100 ft, then climbed to 300 ft. After a 360° turn, it climbed on a northeasterly heading to 800 ft over 14 seconds, making shallow turns. The last radar return was near the accident site.
Several witnesses observed the accident. One witness driving to the airport's café saw the airplane's landing lights as it approached about 100 ft agl in a left turn. It then climbed back into fog and disappeared; he heard a "very loud distinct corkscrewing sound" and saw two wing-tip lights fall straight down, followed by a loud thud. Another witness, an FAA designated pilot examiner monitoring air traffic communications, noted that other aircraft were diverting due to below-minimum conditions. He saw the airplane break out of the overcast about 200 ft agl, about 1/8 mile north of the final approach course. The airplane suddenly pulled up, banked right over the airport into fog, then descended in an inverted flat spin. A third witness saw the airplane emerge from fog in a 70° to 80° nose-down "fully developed spin," making three rotations before impact.
Airport surveillance video captured the airplane descending through fog in a spin with landing lights on just before impact.
Personnel Information
The pilot held a private pilot certificate with ratings for airplane single- and multi-engine land and instrument airplane. His last FAA third-class medical was issued on December 2, 2016, at which time he reported 5,635 total hours of flight experience. On his most recent insurance application (July 2016), he reported 4,246 hours, with 956 hours in the accident airplane. His most recent flight review and Epic Factory Recurrent Training were completed on October 1, 2016, which included flight and ground instruction covering precision and non-precision approaches, unusual attitude recoveries, and stall recognition and recovery. His personal logbooks were not available for review, and his instrument currency could not be established.
Aircraft Information
The Epic LT was a kit-built, low-wing, single-engine turboprop airplane seating six, with carbon-composite structure and retractable landing gear. It was equipped with a 1,200-horsepower Pratt & Whitney PT6-67A engine and a four-blade Hartzell propeller. The pilot built the airplane, and it received a special certificate of airworthiness on December 18, 2009. The last condition inspection was August 18, 2016, at 822.31 hours total time. The engine and propeller were inspected on August 17, 2016.
Meteorological Information
Whether the pilot obtained additional weather information during the flight could not be determined. At 1655, the 7FL6 automated observation reported wind from 070° at 4 knots, visibility 25 miles, temperature 68°F, dew point 65°F, altimeter 30.18 inches of mercury. The airport lacked ceiling reporting. At 1755, the observation reported calm wind, visibility 2½ statute miles, mist, temperature 67°F, dew point 66°F, altimeter 30.18 inches. Nearby stations reported low IFR conditions: New Smyrna Beach Municipal Airport (EVB) at 1750 reported visibility ¼ mile, fog, overcast ceiling 100 ft. Daytona International Airport (DAB) at 1753 reported visibility ¼ mile in fog, vertical visibility 300 ft. No AIRMETs were valid for the accident site at the time, but an AIRMET for IFR conditions was issued for areas north. Three pilot reports of low IFR conditions in the vicinity were not disseminated to the pilot by the controller. Sunset was at 1734, end of civil twilight at 1800.
Airport Information
7FL6 was a private, residential airport with a 4,000-ft by 176-ft paved and lighted runway oriented 05/23. The published inbound course for the RNAV (GPS) Runway 5 approach was 057° magnetic, with landing minimums of 440 ft msl minimum descent altitude and visibility 1 statute mile. The airport elevation was 24 ft msl. The approach procedure was not authorized at night.
Wreckage Information
The airplane came to rest inverted at the base of an approximately 50-ft-tall tree on a lawn adjacent to the runway. Broken tree limbs were strewn around. All flight control surfaces were accounted for; no postimpact fire occurred. An outboard section of the left wing, a section of the left wing's fuel line, the tail section, and the rudder separated from the airframe. The composite fuselage sustained extensive fracturing. Both wing fuel tanks were breached, and jet fuel odor was present. Flight control continuity was established from all major surfaces to the cockpit. The landing gear was down and locked; flaps were fully extended; the fuel selector was in the left wing tank position. The electric elevator trim was full tab-down (nose-up). The aileron trim was broken; the rudder trim was neutral to slight nose-right. No mechanical anomalies that would have precluded normal operation were found. The Garmin G-1000 display's non-volatile memory card was not located, nor was the MVP-50 engine monitor's memory card, so no historical flight or engine data were obtained.
Medical and Pathological Information
An autopsy determined the pilot's cause of death as multiple blunt force injuries. Toxicological testing detected no carbon monoxide, cyanide, or ethanol; ibuprofen (a non-impairing anti-inflammatory) was found in the pilot's urine.
Additional Information
FAA orders require controllers to provide current approach information and solicit pilot reports under certain conditions. The controller did not provide the pilot with the 1700 CWA or the three PIREPs. The minimum descent altitude for the approach was 440 ft msl. The pilot was required to have visual references to descend below MDA per 14 CFR 91.175. The source discusses spatial disorientation but does not state it as a causal factor.