N717RR

HISTORY OF FLIGHTOn March 21, 2014, about 1050, Eastern Daylight Time, a Cessna LC41-550FG, N717RR, was substantially damage after a loss of engine power while executing a go-around at Palatka Municipal Airport (28J), Palatka, Florida. The certificated private pilot received serious injuries. The pilot-rated passenger was fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight conducted under Title 14 Code of Federal Regulations Part 91, that originated from Northeast Florida Regional Airport (SGJ), St. Augustine, Florida.

According to the pilot, originally he and the pilot-rated passenger were going to fly to Ocala International Airport (OCF), Ocala Florida for lunch but after takeoff from SGJ, decided instead to go to 28J. They initially climbed up to 2,500 feet above mean sea level (msl), but due to clouds they descended to 1,400 feet msl on their way to 28J. Upon arriving in the area of the airport they descended to 1,200 feet msl, and were able to "see the ground really well."

The flight entered a left downwind for runway 9 on a 45-degree angle. An airplane then "passed" them so the pilot made a 360 degree turn for spacing as they approached the "western tip of the runway." Another airplane then passed them, so the pilot extended the downwind leg of the traffic pattern.

When the pilot joined the left base leg of the traffic pattern, he determined that they were "high" and decided to do a "low approach" instead of doing a touch and go landing. He then set 12 inches (") of manifold pressure (mp). When he had descended to about 400 feet msl, he decided to go around and "screwed the throttle in," but the engine did not respond. He then pitched for 100 knots indicated airspeed which was his best glide airspeed. He attempted to land straight ahead but "saw pine trees" ahead of him. The engine was still indicating 12" mp, and the propeller appeared to be "windmilling." He "did not want to stall." He then tried to land on a "pond."

A witness observed the airplane flying over the last 1/3rd of runway 09. The airplane was below a tree line which ran parallel to the runway the entire time he observed it, and he could see "gray" smoke coming out of the exhaust. It appeared to him that the airplane was "struggling to maintain altitude." As the airplane approached the end of the runway it appeared to pitch up and pass over trees at the end of a field, off the end of the runway. He advised that there were "a bunch of airplanes" in the traffic pattern at the time and he could not discern if the airplane's engine was running due to noise from the other airplanes. PERSONNEL INFORMATIONAccording to Federal Aviation Administration (FAA) and pilot records, the pilot held a private pilot certificate with ratings for airplane single-engine land, and instrument airplane. His most recent FAA third-class medical certificate was issued on April 17, 2013. He reported that he had accrued 466 total hours of flight experience, 235 of which were in the airplane make and model.

According to FAA records, the pilot-rated passenger held a private pilot certificate with a rating for airplane single-engine land. His most recent FAA third-class medical certificate was issued on August 9, 2011. He reported on that date, that he had accrued 400 total hours of flight experience. AIRCRAFT INFORMATIONThe accident aircraft was a pre-molded composite built, semi-monocoque, four seat, single engine, low wing, tricycle design airplane. It was powered by a 310 horsepower Continental TSIO-550-C11B, driving a 3-bladed Hartzell constant speed propeller. The airplane was certificated in the utility category and was used primarily for transportation and related general aviation uses.

According to FAA and maintenance records, the airplane was manufactured in 2008.

On June 23, 2009, the airplane was registered in Canada. At the time the airplane and engine had accrued 88.7 total hours of operation.

On November 18, 2009, at 139.9 hours, an oil cooler winterization kit and Tanis preheater were installed on the engine.

On July 15, 2010, at 179.9 hours, the No. 6 cylinder was removed, repaired and reinstalled.

In December 2010, the airplane returned to the United States and was registered as N717RR on March 12, 2011, at 204.7 hours.

On June 1, 2013, the airplane's most recent annual inspection was completed at 384.9 hours. During the annual inspection, the engine's continuous flow injection system was checked in accordance with Continental Motors Service Information Directive (SID) 97-3E.

On February 19, 2014, at 425.1 hours, the engine oil and oil filter were replaced with no contaminants noted.

At the time of the accident, the airplane had accrued 432.8 total hours of operation. METEOROLOGICAL INFORMATIONThe recorded weather at Palatka Municipal Airport (28J), Palatka, Florida, at 1050, included: winds 070 degrees at 10 knots, 10 miles visibility, sky clear, temperature 20 degrees C, dew point 10 degrees C, and an altimeter setting of 30.14 inches of mercury. AIRPORT INFORMATIONThe accident aircraft was a pre-molded composite built, semi-monocoque, four seat, single engine, low wing, tricycle design airplane. It was powered by a 310 horsepower Continental TSIO-550-C11B, driving a 3-bladed Hartzell constant speed propeller. The airplane was certificated in the utility category and was used primarily for transportation and related general aviation uses.

According to FAA and maintenance records, the airplane was manufactured in 2008.

On June 23, 2009, the airplane was registered in Canada. At the time the airplane and engine had accrued 88.7 total hours of operation.

On November 18, 2009, at 139.9 hours, an oil cooler winterization kit and Tanis preheater were installed on the engine.

On July 15, 2010, at 179.9 hours, the No. 6 cylinder was removed, repaired and reinstalled.

In December 2010, the airplane returned to the United States and was registered as N717RR on March 12, 2011, at 204.7 hours.

On June 1, 2013, the airplane's most recent annual inspection was completed at 384.9 hours. During the annual inspection, the engine's continuous flow injection system was checked in accordance with Continental Motors Service Information Directive (SID) 97-3E.

On February 19, 2014, at 425.1 hours, the engine oil and oil filter were replaced with no contaminants noted.

At the time of the accident, the airplane had accrued 432.8 total hours of operation. WRECKAGE AND IMPACT INFORMATIONExamination of the Accident Site

The airplane initially touched down on the waters of a retention pond that was located on the east side of the airport, skipped twice off the surface of the water, then slid up on an embankment, struck a chain link fence, and then stacks of wooden shipping pallets before coming to rest approximately 30 feet from a home improvement store.

Examination of the Airplane

The lower engine cowling was deformed up and aft, and the top cowling was separated from the lower cowl at its piano hinge. The three-bladed propeller remained attached to the engine crankshaft. The two blades that were in 4 o'clock and 8 o'clock positions below the propeller hub were bent aft around the cowling. The third blade was in the 12 o'clock position and sustained two small leading edge dents. None of the propeller blades displayed leading edge gouging or evidence of s-bending. The cambered sides of the bent blades were scraped. The spinner remained attached to the propeller hub and it sustained inward deformation damage in an area that coincided between the bent blades.

The right main landing gear had separated from its mounting position. The right wingtip was separated from the right wing. The right side of the fuselage was separated from the aft root area of the right wing and the wheel assembly was separated from the right main landing gear leg. The right flap separated from its attachments at both ends of the wing flap.

The pitot tube separated from its mounting location. The aft root area of the left wing was separated from the fuselage. The left main landing gear remained attached to the left wing and was impact damaged. The left main landing gear strut was also bent and the fairing was split open. The bottom of the left wing was impact damaged, the left wing leading edge was impact damaged near the wing root and the spar received impact damage. The aileron trim servo tab was in the faired position, and the elevator trim was 10 to 15 degrees nose up.

The nose landing gear was bent back into the fuselage and the fuselage area behind the nose landing gear area was damaged. The main landing gear assemblies penetrated the cabin area by coming up through the floor of the cabin during the impact sequence.

All of the switches in the cabin and the ignition switch were moved to the "OFF" position by first responders. The wing flap switch was found in the up position and the wing flaps were also determined to be up. The Vernier type throttle was found in the idle position, the Vernier type propeller control was found in the high pitch position, and the Vernier type mixture control was found in the full rich position. The fuel selector was in the left tank position before first responders selected it to the "OFF" position.

Examination and functional testing of the electric boost pump revealed that it functioned in both the vapor suppression (low pressure) and boost pump (high pressure) modes.

Examination of the Engine

The front left engine mount was fractured, the airframe mounts were damaged. The crankshaft was cracked on the side that coincided with the straight blade, and was deformed aft on the side that coincided with the bent blades. There was no external evidence of the engine having suffered some type of operational distress.

The induction system remained intact and undamaged with the exception of the inlet filter and turbocharger inlet ducting. The air filter was in place and sustained deformatio...