N2812

HISTORY OF FLIGHT

On July 8, 2017, about 1647 Pacific daylight time, a Quicksilver MXL-II Sport experimental light sport airplane, N2812, sustained unknown damage when it ditched in the Pacific Ocean near Point Mugu, California. The two pilots on board escaped from the airplane before it sank. One pilot successfully swam to shore, but the other pilot died during his attempted swim to shore. The airplane was owned by Sky Knights Flight Club (SKFC) and was operated by the pilots under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight that departed from Camarillo Airport (CMA), Camarillo, California, about 1630.

According to the surviving pilot, he and the other pilot were both members of SKFC, which was based at CMA. Each of the pilots was qualified by the club to operate the airplane on his own. The club also owned two other experimental light sport airplanes similar to the accident airplane. These were a Quicksilver Sport IIS airplane, N1712, and a Quicksilver MXL Sport single-place airplane, N7712. On the day of the accident, a total of five persons, including the two accident pilots, planned to fly the three airplanes in loose formation south to the shoreline and then proceed southeast from there for a local flight.

The accident airplane was equipped with side-by-side seats and dual controls. According to the surviving sport pilot, he took the left seat and the other pilot, who was a private pilot and a certificated flight instructor (CFI) for light sport aircraft, took the right seat, but this was not an instructional flight. They departed CMA via the "southeast pattern," which was one of three pre-specified routes to exit the CMA traffic area. They departed with about 10 gallons of fuel on board, and the sport pilot was the pilot flying. He estimated that it took about 15 minutes to reach the shoreline, which was about 7 miles south of CMA. At the shoreline, the three airplanes turned left, which put the shoreline off their left sides.

Shortly after they passed a large rock outcrop known locally as "Mugu Rock," the sport pilot felt a "skip" in the engine. At that time, they were cruising off the shoreline and above the ocean at an altitude of about 300 ft. The skip repeated a few times, and the sport pilot then asked the private pilot whether he felt it too; the private pilot replied in the affirmative. They decided to reverse course and return to CMA and also advised the other two airplanes of their situation and intentions. They reversed course, the engine irregularity continued, and the two agreed that they should climb to gain altitude in case the situation deteriorated. At that time, the sport pilot advanced the throttle to climb, but the rpm only went to about 5,900, instead of the desired target value of 6,200 to 6,300 rpm. The sport pilot asked the private pilot to advance his throttle to increase the rpm. The private pilot pushed on his throttle but was unable to increase the rpm above 5,900. The rpm then slowly decreased. The airplane could not climb and then became unable to maintain altitude. Due to their different experience levels, the two pilots agreed that the private pilot should now become the flying pilot, and a transfer of control was effected.

The rpm continued to decrease slowly over a period of 4 to 5 minutes, and it became apparent to the pilots that they would have to conduct a forced landing. Due to the rocky coast, hilly terrain, and crowded highway that paralleled the shoreline, the pilots realized that they would have to either continue flight to reach a sandy beach or ditch the airplane in the water.

The continued decrease in rpm combined with the lack of a suitable landing location forced the pilots to ditch the airplane just offshore. The airplane touched down slowly and under control, and it initially remained afloat. The two occupants both successfully escaped from the airplane and stayed with it until it began to sink. They then began swimming to shore, which was about 200 ft away. The sport pilot was ahead of the private pilot, and they maintained verbal contact as they made their way to shore. The sport pilot kept verbally checking on the private pilot; initially the private pilot said he was fine, but later during the swim, the private pilot said that he was "getting tired." The sport pilot reached the shore, climbed out onto a rock, and then turned to see that the private pilot was face down in the water and was not moving. A bystander swam to the private pilot and pulled him to shore, where he and the pilot then pulled the private pilot from the water. The sport pilot and the bystander attempted to resuscitate the private pilot, as did the paramedics who arrived shortly thereafter.

At least one of the other two airplanes in the formation orbited the ditching site for a short time, and both of those airplanes returned safely and uneventfully to CMA. Photographs indicated that the accident airplane appeared to remain intact after it ditched and then submerged in the water. The morning after the accident, the airplane was found washed ashore. The airplane incurred substantial damage as a result of exposure to the rocky coast and wave action. The airplane was recovered later that morning and transported to CMA for examination by NTSB and FAA personnel.

PERSONNEL INFORMATION

Sport Pilot (Left Seat)

Federal Aviation Administration (FAA) records indicated that the person seated in the left seat held a sport pilot certificate with an airplane single-engine land rating that was issued in May 2012. He did not hold an FAA medical certificate, nor was he required to hold one to exercise the privileges of his sport pilot certificate. Despite several requests of the pilot, the National Transportation Safety Board (NTSB) investigator-in-charge was unable to obtain information regarding the pilot's flight experience.

Private Pilot (Right Seat)

FAA records indicated that the person seated in the right seat held a private pilot certificate with an airplane single-engine land rating and a flight instructor certificate with a sport rating. His most recent FAA third-class medical certificate, which was issued in April 2008, had expired; he was not required to hold a medical certificate to fly as a sport pilot.

Copies of some of the most recent pages of the private pilot's flight logbook were provided to the investigation. The most recent entry in the flight logbook was dated April 1, 2017. As of that date, the private pilot had logged about 377 total hours of flight experience, including about 64 hours in light sport aircraft. The logbook also indicated that he had logged about 34 hours as a flight instructor. The private pilot's most recent flight review was completed in September 2016.

SKFC Mechanic

One individual at SKFC was primarily responsible for the maintenance and inspection activities on the three SKFC airplanes. He reported that he had been a full-time member of SKFC for about 3 to 4 years and that he was not compensated by SKFC for his services as the SKFC mechanic. He held a private pilot certificate, an aircraft mechanic certificate with airframe and powerplant ratings, and a light sport aircraft repairman certificate. In the spring of 2017, he successfully completed two Rotax-approved training courses, one for two-stroke engines and one for four-stroke engines.

AIRCRAFT INFORMATION

The airplane was a high-wing ultralight-like design with conventional flight controls. The structure consisted of an uncovered aluminum and steel tube framework with two side-by-side seats and a tricycle-configuration wheel landing gear. It was powered by a Rotax 582 model 99-series engine that was mounted atop the airframe in a pusher configuration. The airplane was not equipped with any type of whole-airplane emergency parachute.

FAA records contained conflicting information regarding when the airplane was built. One document indicated that the airplane was built in 2001, while several other documents indicated a 2007 or 2008 build year. The builder of the airplane was a member of SKFC.

The airplane was purchased by and registered to SKFC in April 2013. In June 2013, the airplane was involved in a non-fatal engine power loss accident (NTSB accident WPR13LA318). That power loss was caused by a mechanically deficient muffler.

Maintenance Records Information

Review of the maintenance records indicated that the most recent annual condition inspection was completed in January 2017. As of that inspection, the airframe had a total time (TT) in service of about 3,111 hours, and the engine had a time since major overhaul of about 349 hours.

According to the engine maintenance records, the engine serial number was 4655502. The engine was installed on the airplane on August 23, 2015. The records indicated that at that time the engine had "0 hours since M/O/H" [major overhaul], and that the "Hobbs" hour meter indicated a time of 2,756.7 hours. The records indicated that the previous time on the engine was unknown.

At the time of the accident, the engine had accumulated a TT of 427.9 hours since its most recent overhaul. The Rotax Maintenance Manual (MM) specifies a major overhaul interval of 300 hours.

The 2015 overhaul, as well as a previous 2013 overhaul, were accomplished by a repair facility in Naples, Florida. According to several representatives of SKFC, including the SKFC mechanic, and independently confirmed with the Naples facility, the SKFC-adopted overhaul interval of 450 hours was the interval recommended by that repair facility for Rotax 582-series engines. According to Rotax, that repair facility is not a Rotax-approved service facility for Rotax engines.

METEOROLOGICAL INFORMATION

The 1656 automated weather observation from Point Mugu Naval Air Station (NTD), located about 3 miles northwest of the accident site, included winds from 260° at 8 knots, visibility ...