Event MIA02LA146

Factual narrative

On August 9, 2002, about 1240 eastern daylight time, a Beech 58, N8180R, operated by Execstar Aviation Inc., as a Title 14 CFR Part 91 positioning flight, impacted with the ground at the Fort Lauderdale Executive Airport, Fort Lauderdale, Florida. Visual meteorological conditions prevailed. A visual flight rules flight plan was filed. The airplane was destroyed. The airline transport rated-pilot was seriously injured. The flight had originated from the Walker's Cay, Bahamas, about 1030. According to the pilot's statement, he entered the airport traffic pattern for left hand traffic for runway 8. He was instructed and complied with the landing sequence behind a Piper Navajo. He said, according to his "judgment" the spacing between the preceding aircraft and his was "adequate." After he configured the airplane for landing and on short final, he was instructed by the tower to go around which he "complied with." Upon initiating the go around he said he "…experienced a yawing tendency, which caused me great concern." He immediately requested the crossing runway 13 for landing, since the preceding aircraft was on runway 8. He further said, "...then I experienced what seemed to be an engine failure," and initiated engine failure procedures. During that phase of recovery the airplane "banked violently" to the left. He said he was "so close to the ground" he only had time to attempt to correct the "violent bank to the left." At that time the airplane impacted the ground. A certified flight instructor (CFI), in the airplane that was cleared to land behind N8180R, observed N8180R about 2 miles from the runway, and heard the tower tell him to "go around." He said he heard the pilot of the N8180R request permission to "land on runway 13." He thought this was "odd" for a light twin, so he watched to see if he could make the landing. He did not see the airplane level out on the approach, but did see N8180R, "...pitch up almost perpendicular to the runway...nose over...[and] land...at the intersection of [runways] 8 and 13." Another witness said he was standing at the ramp next to his airplane, and waiting for passengers. He saw N8180R on a short approach to runway 13, with the landing gear extended. Without warning the airplane "...pitched up and banked probably 30 degrees to the right." As it turned to the right, it now, "quickly...turned left, pitched up and rolled into a steep turn, climbing some...then pitched down and hit the ground 45 degrees from vertical." An FAA inspector that was at the airport at the time of the accident observed a puff of dust, and immediately thereafter an airplane wing at "an odd angle," at midfield. He went to the crash site and observed that N8180R, had "impacted, left wing and engine first, from a nearly vertical decent, bounced and came to rest facing in a westerly direction in a sandy area east of the intersection of runways 8 and 13." The airplane came to rest about 3,000 feet from the approach end of runway 8, and 300 feet to the right of the runway centerline. According to the FAA inspector's statement, he was told by airport operations, that according to their records, the accident aircraft was cleared to land on runway 8, while another aircraft was still on the runway. The aircraft already on the runway was instructed to expedite his turn off the runway at taxiway "D". The accident aircraft was instructed to go around and remain to the north of runway 8. The pilot of the accident aircraft responded that he could land on runway 13, and the tower cleared him to land on runway 13. The local controller, at the airport's air traffic control tower, said he had cleared the airplane to land on runway 8, the pilot of N8180R then "requested to land on runway 13," and he saw him crash. The investigation showed that there was 40 gallons of fuel, 20 in each wing. The left propeller showed that all three propeller blades were buried in the ground about 1 foot. The left propeller blades were found bent aft about 9 inches and the right propeller blades were bent aft about 18 inches. The left engine was found separated from the wing, and was found about 60 degrees to the left wing. The right wing had separated from the fuselage and had moved forward about 10 to 15 inches. The engines from N8180R were examined. The left engine was found separated from the nacelle, and the propeller had separated from the engine flange. All other accessories were found attached. Impact damage was noted on the rear exhaust pipes, and the forward bottom of the oil sump. The top spark plugs were removed and displayed light wear when compared to a spark plug wear card. Light deposits were noted in the electrode area. The crankshaft was rotated; continuity was confirmed to all of the cylinders, to the rear of the engine, and to the fuel pump. Compression was confirmed on all of the cylinders. No discrepancies were found. The right engine was found intact with all of the accessories attached. The rear intake pipes were crushed up on both sides. No other impact damage was observed. The top spark plugs and valve covers were removed, along with the rear part of the fuel pump. The crankshaft was rotated; continuity was confirmed to all of the cylinders, to the rear of the engine, and to the fuel pump. Compression was confirmed on all of the cylinders. No discrepancies were found. The pilot entered the airport traffic pattern for left hand traffic. On short final, and the airplane in the landing configuration, he was instructed by the tower to go around. As he initiated the go around he said he experienced a "yawing tendency." He requested the crossing runway for landing, and said he experienced what seemed to be an "engine failure." The airplane "banked violently" to the left, and impacted the ground. Witnesses said they watched the airplane pitch up almost perpendicular to the runway, bank about 30 degrees to the right, roll left, pitch nose down, and impact the ground at about a 45 degree angle. Examination of both engines and the airframe revealed no discrepancies. Source: NTSB Aviation Accident Database (Pre-2008 Archive) Retrieved: 2026-02-12