WPR14FA258

The private pilot was conducting a local personal flight. One witness reported that the airplane departed the airport and that, when it was about 2 miles from the airport, it pitched up, banked left, and then flew straight down. Another witness stated that the airplane was trailing smoke and appeared to be on fire and that the airplane banked left and right, pitched up, and then pitched straight down. The airplane subsequently impacted terrain, which ignited a grass fire. Postaccident examination of the wreckage found no preaccident mechanical malfunctions or failures that would have precluded normal operation. A year before the accident, the pilot was involved in a hard landing following a loss of engine power in the accident airplane. Review of recent correspondence between the pilot and the Federal Aviation Administration revealed that the pilot had removed fuel filters on the airplane that had resulted in the loss of power at certain altitudes and installed an electric fuel pump in addition to replacing all of the polyurethane tubing that supplied fuel to the engine. Maintenance records revealed no entries pertaining to the fuel system. Due to impact damage and postimpact fire damage, the source of the in-flight fire could not be determined.

On August 18, 2013, the pilot landed hard after reporting a loss of power after take-off. The pilot was flying the accident airplane during its maiden test flight. The pilot terminated the flight with about 4,000 feet of runway remaining, landed hard, which resulted in the damage of the main landing gear and propeller. The accident airplane, a 2013 Loehle 5151 Mustang, serial number 5151-10873332, was a low-wing, retractable conventional gear, single-passenger, experimental amateur-built airplane, made primarily of wood construction. The airplane was powered by a 64 horsepower Rotax 582 UL DCDI engine, serial number 5305705, and equipped with a 4-bladed Warp Drive Carbon Fiber propeller. According to the airplane logbooks, the last annual inspection was complied with on March 30, 2014, with a total time of 22 hours. According to email communication with the FAA, dated June 8, 2014, the pilot stated that he had removed fuel filters on the airplane that was resulting in the loss of power at certain altitudes. He also reported he installed an electric fuel pump for an auxiliary pump and fuel pressure gauge. He concluded in the email that he replaced all of the polyurethane tubing that was supplying fuel to the engine. Further review of the airplane's maintenance logbooks revealed no logbook entries regarding the fuel system had been entered. LVK was equipped with two parallel runways, designated 7/25 R and L. Runway 7L/25R measured about 5,253 by 100 feet, and runway 7R/25L measured about 2,699 by 75 feet. The two runway centerlines were separated by about 500 feet, and the threshold of runway 26L was staggered about 1,300 feet west of the 25R threshold, and the threshold of runway 7L was staggered about 1,300 feet west of the 7R threshold. LVK is at an elevation of 400 feet msl. On June 21, 2014 about 1700 Pacific daylight time, an experimental amateur built Loehle Mustang 5151, N518BC, was destroyed when it impacted terrain about two miles from the Livermore Municipal Airport (LVK), Livermore, California. The private pilot was the sole occupant and was fatally injured. The airplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed and a flight plan was not filed. The local flight originated from LVK at 1653. According to a controller at the LVK air traffic control tower (ATCT), the airplane just departed LVK and was about 2 miles northeast as it pitched up sharply, banked to the left and flew straight down before impacting the ground. Another controller at the LVK ATCT stated the airplane was trailing smoke then was on fire. The airplane banked left and right and abruptly pitched up while trailing smoke. The airplane then nosed over and flew straight down towards the ground. Both witnesses recalled something departing the airplane while in the descent and realized it may had been the pilot jumping from the airplane. A securitycamera located about a 1/2 mile to the southwest of the accident location recorded the airplane in flight seconds prior to impacting the ground. The recording captured the airplane in a steep nose dive while trailing smoke. The airplane impacted the ground followed by a large explosion. The Alameda County Sheriff's Office conducted an autopsy on the pilot on June 24, 2014. According to the report the medical examiner determined that the cause of death was "acute blunt and thermal trauma." The FAA's Civil Aeromedical Institute (CAMI) in Oklahoma City, Oklahoma, performed forensic toxicology on specimens from the pilot. According to CAMI's report, no drugs of abuse were detected. A review of recorded data from the LVK automated weather observation station, located 3 miles southwest of the accident site, revealed at 1453, wind was from 200 degrees at 3 knots, visibility 10 statute miles, clear skies, temperature 23 degrees Celsius, dew point 7 degrees Celsius, and an altimeter setting of 29.88 inches of mercury. A review of Federal Aviation Administration (FAA) airman records revealed that the 63-year-old pilot held a private pilot certificate with an airplane single engine land rating. His most recent FAA third-class medical certificate was issued in January 15, 2013, with no limitations stated. Review of the pilot's logbook indicated a total flight experience of 830 flight hours. Further review revealed that the pilot flew the accident airplane four times in the previous three weeks prior to the accident. A Federal Aviation Administration (FAA) inspector documented and photographed the accident site. The first identified point of contact (FIPC) was with the ground on north facing sloped terrain. Impact marks consistent with the airplane colliding with the terrain in a nose down attitude and wings level. All flight controls, wings and fuselage were highly fragmented throughout the debris path. The debris path was approximately 330 feet in length and oriented along a 358 degree magnetic heading. About 10 acres of land was burned. The pilot was found to the east of the debris path about 420 feet from the FIPC. Airframe Examination Examination of the recovered wreckage was conducted on July 2, 2014, at the facilities of Plain Parts, Pleasant Grove, California, by representatives from Rotax Aircraft Engines, and the Federal Aviation Administration (FAA), with the oversight by the National Transportation Safety Board (NTSB) investigator-in-charge (IIC). The examination did not reveal any evidence of any preexisting mechanical malfunction which would have precluded normal operation. Examination of the recovered airframe revealed extensive impact damage. The fuselage and wings are of wood structure and no large sections were present. The ailerons, rudder or elevators were not found intact during the examination. Numerous wing spar hardware was found in the main wreckage and only small portions of the wood spar material was found that was thermallydamaged and partially attached to the hardware. The instrument panel separated into two sections with numerous instruments displaced. The instruments had thermal and impact damage and their indications were not legible. Control cable continuity was established from the cabin control stick to the rudder horn. The elevator push-pull control tube was separated from the control stick and elevator attachment and had impact damage. The aileron control cables were intact to the aileron attachment hardware. The aileron interconnect cable was separated and exhibited signatures consistent with tension overload at the separation. The seat belt assembly hardware was found and only small portions of melted webbing remained attached. The main buckle was not attached and the lever handle was in the stowed position and bent to one side. The 12-gallon fuel tank, associated lines and inline filters were not found during the examination. The header tank pickup tube was found intact and the screen was clear and undamaged. A marine type fuel cap assembly was found and the cap was closed and secure. The o-ring seal on the cap was intact and undamaged. Engine Examination Examination of the Rotax 582UL engine revealed that it was partially separated from the engine mount structure. The engine and a section of the fire wall remained partially attached and both had impact damage. The exhaust muffler assembly separated from the engine and had crush damage. The 90-degree exhaust connection tube from the Y-pipe to the muffler had deformation on the outside bend, closing off about 50 percent of the tube. The exhaust Y-pipe remained attached to the engine and showed signs of modification (shortened). The forward side of the engine had impact damage. The ignition system had thermal damage and was mostly consumed by fire. The power takeoff (PTO) cylinder had impact damage revealing the connecting rod, piston and internal surfaces. The cylinder head assembly was removed and the combustion areas were covered in a light coating of oil. The MAG (magneto side) cylinder overhead combustion area had small impact marks. The throttle and choke control quadrant remained attached to the engine by the control cables. The throttle lever was found in the mid-range position and the choke handle was in the off position. The starter separated from the engine and had impact damage. The engine driven fuel pump separated from the engine and had thermal damage. The radiator had impact damage and associated lines were destroyed by fire. The top spark plugs were removed and the electrode areas had dark sooty deposits. The electrodes exhibited no wear signatures. The propeller assembly separated from the engine and all four blades separated near the hub. The composite blades had delamination and rotational markings at the tips. The spinner was not located during the examination.