MIA07LA077

The airplane's fuel tanks were filled with 100LL fuel before departure. The flight proceeded to the Lakeland Linder Regional Airport for an annual fly-in event, and in accordance with NOTAM procedures, the flight proceeded perpendicular towards runway "27R." The pilot turned left onto the downwind leg (right traffic for runway 27R), then onto right base for runway 27R, and was cleared to land. Approximately 15 seconds later the controller advised the pilot not to overshoot runway 27R and again advised the pilot he was cleared to land on runway 27R. The airplane banked steep, stalled, and descended uncontrolled impacting a tree then the ground where a postcrash fire consumed the airplane. Witness accounts were consistent with the engine operating at the time of the in-flight loss of control. The accident site was located southeast of the approach ends of runway 27R and runway 27L, indicating the pilot overshot the runway. No evidence of preimpact failure or malfunction was noted for the flight controls, or engine assembly. The accident flight was the first time the pilot had flown his airplane into Sun-N-Fun; his previous flight there in a different airplane was 12 years earlier. The downwind entry procedure at Sun-N-Fun is made at a 90-degree angle, which differs from the standard 45-degree entry.

"This case was modified April 23, 2008."

History of flight

On April 16, 2007, about 1414 eastern daylight time, a homebuilt Terrair Express, N456TS, registered to and operated by a private individual, collided with terrain following an in-flight loss of control during approach to land at Lakeland Linder Regional Airport, Lakeland, Florida. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 Code of Federal Regulations (CFR) Part 91 personal flight from Bacon County Airport, Alma, Georgia, to Lakeland Linder Regional Airport. The airplane was destroyed by impact and a postcrash fire, and the private-rated pilot and one passenger were fatally injured. The time of departure from Bacon County Airport has not been determined.

NTSB review of a certified tape from the Lakeland Linder Regional Airport air traffic control tower that contained Lake Parker Arrival procedures revealed instructions on how to proceed to KLAL. The instructions broadcast on the frequency indicate that pilot's should hang up their microphones while established southwest bound over Interstate I-4, and monitor the tower frequency of 132.05. The instructions also indicate that arriving aircraft should expect to turn left onto the right downwind leg for runway 27R, which was described as the "...small skinny runway."

According to a partial transcription of communications with Lakeland Linder Regional Airport air traffic control tower, at 1413:12, the local control north controller advised, "white low wing turn downwind." At 1413:37, the controller then advised, "white low wing turn your base two seven right cleared to land." At 1413:52, the controller advised, "while low wing turn it on in don't overshoot two seven right cleared to land." There were no further recorded communications from the controller.

One witness who was taxiing eastbound after landing on runway 27R reported seeing a light colored airplane flying just above the tree line in an approximately 90 degree bank, descending at about a 5 degree angle. The witness reported seeing a "...snap roll type maneuver." The airplane then disappeared from his view behind trees, and within a second or two after disappearing from view, he saw a column of fire and smoke. Another witness reported the airplane "...appeared to overshoot the final, and turn hard to the right in what appeared to be a classical base to final stall. The aircraft spiraled to the ground." The witness called "Redbird" to announce the accident. Several witnesses reported seeing the light or white colored airplane and heard the engine operating. They reported seeing the airplane bank to the left, followed by a nose-low descent. One witness reported to the FAA inspector-in-charge (FAA-IIC) hearing the engine rev-up before impact, while another witness reported to the FAA-IIC seeing the airplane turning base to final, and the engine was powered down. The witness further reported that the airplane appeared to be in a yaw, then suddenly hearing a lot of engine power, followed by the airplane stalling. The witness reported to the FAA-IIC that it did not sound right.

Personnel information

The pilot, age 61, was the holder of a private pilot certificate with airplane single engine land rating, issued on May 14, 1990. He was issued a third class medical certificate on June 9, 2005, with a limitation to wear corrective lenses. Review of FAA records revealed no records of previous accidents/Incidents, or enforcement actions. The pilot's wife reported that her husband's total flight time was approximately 613 hours, and he had accumulated 12.5 hours in the previous 90 days in the accident airplane, excluding the accident flight.

According to FAA records, the passenger did not hold a pilot certificate.

Aircraft information

The white colored airplane was manufactured by the pilot on February 19, 2003, as model Terrair Express, and was designated serial number CT101. It was certificated in the experimental category, and was equipped with a 310 horsepower Teledyne Continental IO-550-N (1) engine, and a 4-bladed wood and composite variable pitch propeller. The airplane was last inspected in accordance with a condition inspection on April 1, 2006; the aircraft total time at that time was 136.0 hours.

Meteorological information

A special surface observation weather report taken at the Lakeland Linder Regional Airport on the day of the accident at 1415, or approximately 1 minute after the accident indicates the wind was from 290 degrees at 11 knots, the visibility was 20 statute miles, clear skies existed, the temperature and dew point were 19 and minus 02 degrees Celsius, and the altimeter setting was 30.03 inHg.

Communications

Air traffic control (ATC) communications by the Lakeland Linder Regional Airport air traffic control tower were recorded; there were no reported communication difficulties. At the time of the accident, ATC procedures were in effect that limited two-way communications from pilot's of arriving aircraft when near the airport. One-way ATC communications to pilot's of arriving aircraft were based on aircraft color, type, and/or make and model.

Airport information

The Lakeland Linder Regional Airport is equipped with 2 runways designated 9/27 and 5/23.

An annual fly-in, occurred from April 17 thru April 23rd, 2007. From April 15 to April 23rd, between the hours of 0700 and 2000 hours, a Notice to Airman (NOTAM) existed which discusses specific arrival procedures into KLAL. During the NOTAM period, a parallel taxiway located north of runway 9/27 is utilized for arrivals. The taxiway is 5,000 feet long and 75 feet wide, and is designated runway "9L/27R" during the NOTAM period. Right traffic is mandated for landing on runway "27R." Runway 5/23 is closed during the NOTAM period.

Wreckage and impact information

The accident site was located at approximately 2,834 feet and 112 degrees from the approach end of runway 27 (designated runway 27L during the annual fly-in), and also southeast of the approach end of the intended runway, 27R. The airplane crashed near a metal sided building approximately 20 feet from a shed, and approximately 500 feet from a house.

Examination of the accident site and wreckage by the FAA-IIC revealed impact damage to a tree approximately 9.5 feet above ground level; fire and impact damage was noted to nearby trees. A nearby shed was destroyed by the postcrash fire. The small debris field was consistent with a steep impact angle and was elliptical with the major axis aligned on a southwest orientation. The left wingtip parts were found on the north or right side of the debris field, while the right wingtip parts were found on the south or left side of the debris path. The airplane was destroyed by postcrash fire, and the engine was inverted. Remains of flight control push/pull tubes were located in the wreckage, but fire damage along their length was noted. The engine was recovered for further examination.

Examination of the engine with FAA oversight revealed heat damage to all major components of the engine which precluded operational testing. The propeller hub remained secured to the engine with stub sections of propellers blades remaining attached to the propeller hub. The engine was rotated by hand following removal of the top spark plugs and engine-driven fuel pump. Suction and compression was noted at cylinder Nos. 2, 3, 4 and 6, and crankshaft continuity was confirmed from the front of the engine to the accessory drive pads. Suction and compression was not confirmed at cylinder Nos. 1 and 5; excessive valve stem clearance was noted at those cylinders. Borescope examination of all cylinders revealed normal combustion deposits with no reported damage to the pistons and no scoring of the cylinder walls. The cylinder walls were free of scoring. Heat damage to the ignition components precluded operational testing; the ignition harness exh