N8116L

HISTORY OF FLIGHT

On April 3, 2012, about 0920 atlantic standard time (ast), a Hawker Beechcraft C90GTx, N8116L, operated by Lider Taxi Aereo, was substantially damaged after ditching in the waters of the Caribbean Sea, 17 miles north of Aruba, following a dual loss of engine power during cruise. The flight departed Fort Lauderdale Executive Airport (FXE), Fort Lauderdale, Florida, and was destined for Hato International Airport (TNCC), Willemstad, Curacao. The airline transport pilot and the pilot rated passenger were uninjured. Visual meteorological conditions prevailed, and an instrument flight plan was filed for the delivery flight conducted under 14 Code of Federal Regulations Part 91.

On April 2, 2012, the pilots took delivery of the newly manufactured airplane on behalf of the owner from Hawker Beechcraft Corporation at Beech Factory Airport (BEC), Wichita, Kansas. The pilots then departed for FXE on the first leg of the delivery flight. During the leg from BEC to FXE the pilots made a decision to divert due to strong headwinds. After 3:15 of flight time, they landed at Marianna Municipal Airport (MAI), Marianna, Florida and added 253 gallons of fuel.

After taking on fuel at MAI they departed for FXE arriving there after 1:54 of flight time. At approximately 1715 eastern daylight time (edt) the pilots requested that that the airplane be refueled and gave their fuel request to the customer service agent at the fixed base operator (FBO) and advised them that they would be departing at 0500 on the following day. The airplane was then fueled about 20 minutes later and the pilots went to the rental car counter and rented a car.

On the morning of the accident, at approximately 0400 edt, the pilots returned their car. One pilot went to file the flight plan and the pilot rated passenger conducted the preflight of the airplane. The pilot finished his flight plan and walked out on to the ramp. After having their luggage placed onboard along with a bag of ice, they closed the door and started the engines. About 20 minutes later, they taxied out for departure and at approximately 0534 edt, the pilots took off.

After takeoff the pilots climbed the airplane eventually reaching a cruising altitude of 27,000 feet. The flight was uneventful until the pilots observed that the fuel quantity indicators were reading lower than they anticipated. According to air traffic control (ATC), sometime later the pilots reported that they were having engine problems and declared an emergency.

PERSONNEL INFORMATION

Pilot

According to Federal Aviation Administration (FAA) and pilot records, the pilot completed C90A/B initial training on November 11, 2006 and C90A/B recurrent training on February 21, 2008. He held an airline transport pilot certificate with ratings for airplane single-engine land, airplane multi-engine land, and instrument airplane, issued on the basis of his Brazilian pilot license. He also held a type rating for the CE-525. His most recent FAA first-class medical certificate was issued on November 25, 2011. He reported that he had accrued 11,500 total hours of flight experience, 2,600 of which were in make and model. He was contracted by Lider Taxi Aereo to deliver the airplane.

Pilot Rated Passenger

According to FAA records, the pilot rated passenger had completed C90GTi initial training three days before the accident on April 1, 2012. He was issued an airline transport pilot certificate with a rating for airplane multi-engine land on April 2, 2012. He also held a private pilot certificate with ratings for airplane multi-engine land, airplane single-engine land, and instrument airplane, issued on the basis of his Brazilian pilot license and held a type rating for the LR40. His most recent FAA second-class medical certificate was issued in December 15, 2009. On the day of his check ride, he reported that he had accrued 3,648.7 hours as pilot in command and 1,259.9 hours of instrument time. He was employed by the purchaser of the Airplane.

AIRCRAFT INFORMATION

The accident aircraft was a low wing, pressurized, twin engine airplane, of conventional metal construction equipped with retractable landing gear. It was powered by two Pratt &Whitney Canada PT6A-135A turbopropeller engines each capable of producing 550 shaft horsepower. It could cruise at 272 knots true airspeed and could operate at altitudes up to 30,000 feet. Its range with full fuel was 1,236 nautical miles.

On April 2, 2012, after receiving its airworthiness certificate, a receiving inspection and a preflight inspection were conducted by Beechcraft Personnel.

At the time of the accident, the airplane had accrued approximately 14 total hours of operation.

METEOROLOGICAL INFORMATION

The reported weather at Fort Lauderdale Executive Airport (FXE), Fort Lauderdale, Florida, at 0553 edt, approximately 19 minutes after departure, included: winds calm, 10 miles visibility, clear, temperature 20 degrees C, dew point 16 degrees C, and an altimeter setting of 29.91 inches of mercury.

Review of radiosonde data indicated that at approximately 27,000 feet the winds along the route of flight averaged 270 degrees at 43 knots.

The reported weather at Queen Beatrix International Airport (TNCA), Oranjestad, Aruba., located approximately 25 nautical miles south of the accident site, at 0900 ast, included: winds 090 degrees at18 knots, 10 miles visibility, few clouds at 2,300 feet, temperature 29 degrees C, dew point 24 degrees C, and an altimeter setting of 29.89 inches of mercury.

SURVIVAL FACTORS INFORMATION

After the loss of engine power in both engines the pilot asked the pilot rated passenger to prepare the life rafts and life jackets. The pilot rated passenger then activated the emergency locator transmitter and the pilot verbally declared an emergency. The pilot also set code 7700 on the transponder and requested a direct approach to TNCA. Air traffic control halted all approaches and then cleared the runway for landing. The pilot then advised ATC that he did not know if they were going to reach Aruba. About 25 nautical miles from touchdown while descending through 6,000 feet, the pilot concluded that he was not going to be able to reach TNCA and advised that he would be ditching and requested rescue services.

The pilot also advised the pilot rated passenger that they were going to have to ditch. The pilot rated passenger moved into the rear facing passenger seat located behind the copilot seat. During the ditching no injuries were incurred by either the pilot or pilot rated passenger. After the airplane came to rest, the over wing emergency exit window located on the right side of the cabin was opened. The pilot egressed first, followed by the pilot rated passenger who threw out two life rafts prior to exiting.

The emergency was reported by ATC to the rescue coordination center in Curacao who contacted Coast Guard Station Aruba and the Royal Netherlands Navy Ship Amsterdam which was participating in an exercise near the northern coast of Aruba. In response, the Amsterdam launched a helicopter and Coast Guard Station Aruba launched a ridged bottom inflatable boat.

At 0952 the helicopter arrived at the ditching site and found the airplane still floating and the pilots in one of the life rafts. At 1010 the pilots were hoisted out of the life raft by the helicopter and flown to the Amsterdam. They were then given dry clothing, examined by medical personnel, and determined to be in good health.

WRECKAGE AND IMPACT INFORMATION

The Amsterdam arrived at the ditching location at 1120. The airplane was partially submerged. The crew of the Amsterdam attempted to prevent the airplane from sinking by placing a cable around it and hoisting it onboard. However during the attempted recovery, the fuselage broke in half and the airplane sank.

TESTS AND RESEARCH

Fueling Personnel Statements

According to fueling personnel after arriving at FXE, the pilot requested them to "Top Nacelles" at approximately 1730. The fuel order to top the nacelles was relayed to the fueler who fueled both nacelle tanks while the pilot was present at the airplane. The fuel ticket and truck sheet were then turned in to the FBO's front desk where it was processed. The pilot then signed the fuel ticket and billing statement.

About 0400 on the day of the accident the pilots showed up at the FBO. They first returned a rental car that they had rented the evening before. The pilot then went to file his flight plan and the pilot Rated passenger went to the airplane and conducted a preflight for about 45 minutes. The pilot finished his flight plan and then walked out to the ramp. One of the personnel helped the pilot put his bags on board while another got ice for them. After everything was done, the pilots closed the door and started the airplane. They sat in the airplane for about 20 minutes with both engines running before starting to taxi. They accidently turned to the right but then turned left and taxied out.

Pilot Statements

According to the pilot, they departed MAI with 2,573 pounds of fuel and landed at FXE with 1,563 pounds of fuel remaining. He stated that after arrival at FXE "I did oversee the fueling".

The next morning based on the fueling ticket he concluded that the airplane had been refueled with 134 gallons of fuel which would have brought the airplane's fuel load up to 2,454 pounds of fuel (approximately 121 pounds short of a full fuel load). This quantity was entered into the flight management system.

The route of flight was FXE-JOSES-A315-TNCC. The pilot stated that prior to taxi they observed the fuel quantity indicators and concluded that the aircraft was loaded with approximately 2,454 pounds of fuel. After takeoff they climbed to FL270 (27,000 feet pressure altitude). The consumption on the first hour was 600 p...