History of Flight
On March 2, 2022, at 1702 eastern standard time, an Extra NG airplane (N100NG) sustained substantial damage during an accident near St. Augustine, Florida. The private pilot, operating under Title 14 CFR Part 91 for a personal flight, was fatally injured.
The pilot of a second Extra 300 (N331FZ) reported flying in a two-ship formation, with his fiancée piloting the accident airplane. They were returning to their home airport after a short local flight. After observing smoke from the accident airplane's exhaust, he radioed to ask if its smoke generator was active. The pilot replied that it was not and noted the engine was producing only 1,380 rpm, well below the expected 2,200 rpm cruise setting. The accident pilot then transmitted to tower, “my engine is doing something weird, what do I do?”
At 2,800 ft and 7 miles west of Northeast Florida Regional Airport (SGJ), the pilot of N331FZ advised air traffic control that N100NG had a partial loss of engine power, was trailing smoke, and declared an emergency. He stated that N100NG was “making a b line for 13.” ATC cleared the accident airplane to land on runway 13. As both airplanes approached SGJ, the pilot of N331FZ radioed, “you’re going to make it down, cut the throttle, slip it in…you have a lot of energy now, cut the throttle, slip it deep, deep, slip, you got it.”
ADS-B data from the FAA showed the airplane at 200 ft and 165 knots groundspeed as it crossed the airport boundary at 1701. It overflew the 8,000 ft runway and came to rest inverted in marshland about 1,500 ft past the departure end. Afterwards, the pilot transmitted, “I had too much speed; I should have come in slower.”
Personnel Information
Two months before the accident, the pilot reported 337 total flight hours, with 11 hours in the accident make and model. According to the NTSB Form 6120.1, she had accumulated 350 total flight hours, with 25 hours in the accident make and model.
Aircraft Information
Data from a Garmin G3X captured engine parameters for the accident flight. The data showed an increase in cylinder head temperature (CHT) for the No. 4 cylinder over 5 minutes, followed by a loss of oil pressure at 1657. After the oil pressure loss, the No. 4 CHT and exhaust gas temperature (EGT) dropped. Engine power remained steady until 1657, then decreased to 50% until 1701.
According to the pilot’s operating handbook, the recommended airspeed for a precautionary landing with engine power is 90 knots indicated. The final ADS-B target showed the airplane at 165 knots groundspeed just before crossing the runway threshold.
Wreckage and Impact Information
Examination of the wreckage found no evidence of in-flight or post-crash fire. Flight control continuity was established from the cockpit to all control surfaces. Approximately 11 gallons of fuel were drained; it appeared clear and free of contaminants.
Two of the three composite propeller blades were fractured at the hub. The engine’s crankshaft was rotated by hand, and continuity was established from the powertrain to the valvetrain and accessory section. Thumb compression was obtained on all cylinders. The No. 4 cylinder had low compression and suction, with debris on the valve seat. Borescope examination of the cylinders, valves, and pistons revealed no anomalies. Both magnetos were removed and tested with an electric drill; spark was produced at all terminal leads. The propeller governor was rotated by hand, and oil flowed through it as designed.
The mechanical fuel pump was removed and pumped fluid when actuated by hand; no anomalies were noted. The electric fuel pump operated normally with electrical power applied. The throttle body fuel filter, fuel nozzles, and fuel flow divider were clear and free of debris.
Medical and Pathological Information
An autopsy performed by the Office of the Medical Examiner in Jacksonville, Florida, determined the cause of death as drowning and the manner as accident.
Toxicological testing by the FAA’s Forensic Sciences Laboratory identified midazolam at 4 ng/mL and lorazepam at 39 ng/mL in the pilot’s heart blood and liver tissue. The antidepressant vilazodone was detected at 49 ng/mL in heart blood and liver tissue; vilazodone is not an FAA-approved antidepressant. The metabolite 6-beta-naltrexol, from naltrexone (used for alcohol and opiate dependency), was found in heart blood and liver tissue. Ethanol was detected in heart blood at 0.010 gm/dL but not in vitreous fluid. Testing performed for the medical examiner’s office detected fentanyl at 13 ng/mL and caffeine in hospital blood.
Survival Aspects
At 1700, tower controllers cleared the airplane to land and notified fire and rescue of an inbound emergency aircraft. At 1703, the controller advised that the airplane had overrun the runway and was in the marsh. Additional emergency personnel arrived at 1704 and staged at the end of the runway to search.
A riverboat was dispatched but low tide and terrain hindered progress. Another route was also unsuccessful. At 1726, an airboat was launched in addition to the riverboat. About 1736, a drone was deployed along with another airboat.
A good Samaritan reached the airplane first and provided visual directions to the emergency boats. He reported the airplane was inverted in the marsh and that he held part of the pilot’s face out of the water.
About 1743, both airboats reached the airplane and began extrication. During extrication, the water level rose rapidly, and responders could no longer see the pilot. At 1752, the pilot was extricated, taken to the ramp, and transported to a local hospital at 1808.