N72PCCox BUSBY MUSTANG · 1972

On November 29, 2009, about 1145 eastern standard time, an experimental, amateur-built Cox Busby Mustang, N72PC, registered to a private individual, collided with trees then the ground while making a forced landing following loss of engine power near Plant City, 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. The airplane sustained substantial damage and the private certificated pilot and one passenger were killed. The flight originated from Sarasota/Bradenton International Airport (SRQ), Sarasota, Florida, about 1035.

According to the Federal Aviation Administration (FAA) inspector-in-charge (IIC), after takeoff from SRQ, the flight proceeded to the Wauchula Municipal Airport (CHN) where the pilot landed uneventfully and fueled at a self service 100 low lead (100LL) fuel pump. The flight departed from CHN at approximately 1124, and proceeded towards the Plant City area where two witnesses on the ground near the crash site reported hearing the engine sputter. One witness reported the airplane flew low over his house with a rough running engine. The same witness reported the engine then quit and the propeller stopped. The airplane pitched nose down, descended through trees then impacted the ground.

The pilot, age 53, was the holder of a private pilot certificate with airplane single engine land rating issued June 12, 2005, and held a third class medical certificate issued August 8, 2008, with a limitation to have available glasses for near vision.

Review of the pilot’s pilot logbook that begins with an entry dated October 30, 2004, to the last entry dated November 27, 2009, revealed he logged a total time of approximately 385 hours, of which approximately 306 hours were as pilot-in-command (PIC). He also logged approximately 227 hours in the accident airplane, of which approximately 213 were as PIC. His last flight review in accordance with 14 CFR Part 61.56 was conducted in the accident airplane on January 3, 2009. The flight duration was 1.1 hours.

The amateur built airplane was manufactured on June 14, 1972, as model Bushby Mustang, and was designated serial number M-231. It was powered by a Lycoming O-320 engine rated at 160 horsepower and equipped with a two-bladed Sensenich fixed pitch propeller.

Further review of the maintenance records revealed that the first logbook contained an entry indicating the first flight on July 4, 1972, to the last entry dated June 24, 1988, indicating new tires and a battery was installed. The last entry did not indicate the airplane total time. The last recorded airplane total time in the first logbook was associated with an entry dated July 29, 1986, indicating the airplane total time was 1,374 hours.

Another logbook that begins with an entry dated March 5, 2004, indicating the airplane was, “… removed from storage (5 [years]....” The entry continues indicating the airplane total time was 2,490.6 hours and, “no logbook entries since 7-27-87 maybe missing logbook?” The last entry in the logbook was dated January 14, 2009, indicating the last condition inspection. The airplane total time at the time of the accident based on the logbook entries was approximately 2,722 hours. The airplane had accumulated approximately 34 hours since the inspection at the time of the accident.

The pilot's wife reported to the FAA-IIC that her husband had a problem with the wingtip fuel tanks, and as a result he capped the supply line from the left fuel tip tank.

A surface observation weather report taken at Lakeland Linder Regional Airport at 1150, or approximately 5 minutes after the accident, indicates the wind was calm, the visibility was 15 statute miles, clear skies existed, the temperature and dew point were 22 and 9 degrees Celsius respectively, and the altimeter setting was 30.11 inches of Mercury.

Examination of the accident site by an FAA airworthiness inspector revealed the airplane crashed in a wooded area; the crash site was located at 27 degrees 56 minutes 23 seconds North latitude and 082 degrees 03 minutes 37 seconds West longitude, or approximately 3.7 nautical miles southwest from the Lakeland Linder Regional Airport (LAL).

Examination of the airplane revealed both wings and left horizontal stabilizer were separated at their respective attached points. The right horizontal with attached elevator, and vertical stabilizer with attached rudder remained secured to the airframe. Impact damage to the flight controls precluded determination of flight control continuity; there was no reported evidence of preimpact failure or malfunction of the flight controls.

Examination of the cockpit revealed the airplane was equipped with two fuel selectors. One selector was located beneath the pilot’s seat and is associated with the wing tip fuel tanks, while the second selector located behind the instrument panel is associated with the main fuel tanks. Examination of the selector behind the instrument panel revealed it was in the on position and no defects were noted. Operational testing of the fuel selector beneath the pilot’s seat using the electric fuel pump revealed that no detent could be felt when selecting one side or another to provide fuel to the engine. Further testing revealed that with the selector in the off position, fuel would flow from all ports.

Examination of the engine with FAA oversight revealed the crankshaft was fractured in the radius of the crankshaft flange. Rotation of the engine by hand revealed crankshaft, camshaft, and valve train continuity. The magnetos were properly timed to the engine and produced spark when rotated by hand. All cylinders were removed from the engine and no discrepancies were noted. Examination of the carburetor bowl revealed slight contamination consistent in color with the sealing compound found inside the wing tip fuel tanks. Further examination of the carburetor revealed red colored flecks in the throat, and the discharge nozzle was clear of obstructions when visually inspected. Examination of the lubrication system revealed no evidence of preimpact failure or malfunction. Inspection of one of the wingtip fuel tank which was breached revealed red colored sealing compound.

Examination of the propeller revealed one blade was bent aft while the other blade was slightly bent aft. No leading edge damage or chordwise scratches were noted to either propeller blade.

Postmortem examinations of the pilot and passenger were performed by the Hillsborough County Medical Examiner Department, Tampa, Florida. The cause of death for the pilot was listed as “Blunt impacts to head with fractures of vault and base of skull.” The cause of death for the passenger was listed as “Blunt impact to extremities and torso with injuries including long bone fractures and lacerations of thoracic aorta and lung.”

Forensic toxicology was performed on specimens of the pilot by the FAA Bioaeronautical Sciences Research Laboratory (CAMI), Oklahoma City, Oklahoma, and also by Hillsborough County Medical Examiner Department. The results of the examination by CAMI were negative for carbon monoxide, cyanide, volatiles, and tested drugs. The results of the examination by the Medical Examiner Department were negative for volatiles and tested drugs. The carboxyhemoglobin level in the peripheral blood was 5 percent saturation.

Forensic toxicology was performed on specimens of the passenger by CAMI, and also by Hillsborough County Medical Examiner Department. The results of the examination by CAMI were negative for carbon monoxide, cyanide, volatiles, and tested drugs. The results of the examination by the Medical Examiner Department were negative for volatiles and tested drugs. The carboxyhemoglobin level in the heart blood was 2 percent saturation.