20120229002709A

Aircraft departed the valkaria airport (X59) after refueling at 16:54 EST for a return flight to Melbourne International Airport (kmlb). Pilot contacted Melbourne air traffic control (ATC) and was instructed to: "proceed to and report a right mid-field downwind for 9R." Pilot of N544SR read back the instruction correctly. Aircraft turned right to a north bound heading and proceeded towards kmlb. Prior to N544SR reaching or reporting the mid-field downwind for 9R, ATC contacted N544SR and informed pilot that he could give him runway 9R, otherwise he may get extended to follow another aircraft which was 6 miles out. Pilot of N544SR stated that runway 9R was fine and asked to land long, as he was going to baer air. ATC approved the long landing and gave N544SR clearance to land on runway 9R. Pilot of N544SR read back the landing clearance given by ATC correctly. Prior to giving N544SR clearance to land, a Cirrus model SR20 aircraft, registration number N611DA, was also cleared by ATC to land on runway 9R for a touch and go landing. The pilot of N544SR entered a short base for landing on runway 9R. ATC contacted N544SR to inquire if it had the other Cirrus aircraft traffic in sight, which was one mile to the left of N544SR. Pilot of N544SR reported that he was on a really short base to land on 9R. ATC called back to N544SR and said: "no sir, I needed you to extend to follow the other Cirrus on a mile final to 9R, cut it in tight, cut it in tight, for 9R." Pilot of N544SR then made an abrupt left turn, and pulled rearward on the control stick, causing the aircraft to enter an accelerated stall condition, resulting in a loss of control of the aircraft and subsequently crashing in an inverted and near vertical position. Activation of the Cirrus airframe parachute system (caps) prior to impact was discovered, however, its ability to provide any assistance was negated by the low altitude when it was deployed. Aircraft impacted the surface in a relatively low speed, high angle attitude which created a small 4 foot deep impact crater, with most of the debris remaining in close proximity to the main wreckage. No evidence of fire was exhibited in wreckage. Engine compartment was folded underneath the inverted fuselage, both wings were ruptured and all fuel spilled out. Examination of propeller revealed aft bending, leading edge gouging, chord wise scratching and polishing, indicating that the engine was producing power at impact. One blade was separated from the propeller and propeller was separated from the engine crankshaft. The engine was rotated through the secondary alternator drive pad, and approximately 180 degrees of rotation was achieved. Rotation was limited by impact damage to the crankshaft at the propeller flange, and several bent pushrod housings. The crankshaft separation exhibited overload signatures with cracking perpendicular to the longitudinal axis of the shaft. Fuel was observed at the fuel pump outlet, and inside the pump. The fuel was absent of water and debris. The fuel manifold valve was removed, and disassembly revealed several ounces of fuel inside. The fuel was absent of water and debris. The upper spark plugs were removed, and the electrodes were intact, and ashen in color. A borescope examination of all six cylinders revealed normal wear, and no abnormal deposits. Both magnetos were removed, and the right magneto produced spark at all six towers. The left magneto was impact damaged, and could not be rotated. Disassembly revealed that the magneto driveshaft was bent by impact. The oil pump displayed normal function when the engine crankshaft was rotated. The pump was removed, and the oil captured was clear, and absent of debris. The interior of the oil pump housing did not reveal any evidence of hard particle passage. An avidyne primary flight display (PFD) and maintenance flight display (MFD) were recovered from the wreckage and forwarded to the NTSB recorders laboratory in Washington