Amateur-built SENIOR AERO SPT D260 accident near Palm Coast, Florida, May 4, 2011
On May 4, 2011 at about 5:45 pm local time, a amateur-built SENIOR AERO SPT D260, registered N705AP, was substantially damaged in an accident during enroute (cruise) near Palm Coast, Florida. It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A total loss of engine power for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 4, 2011 · about 5:45 pm local time
- Place
- Palm Coast, Florida · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built SENIOR AERO SPT D260
- Registration
- N705AP · registry record · serial 7
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that the automotive-type electric fuel boost pump was installed the day prior to the accident flight. Shortly after takeoff, he turned off the electric boost pump when the airplane was about 200 feet above the ground. He noted that fuel pressure was low with only the engine-driven pump operating. He turned the electric boost pump back on, and the fuel pressure returned to an acceptable level. While approaching his destination, the fuel pressure again dropped, and the engine lost power. The pilot performed a forced landing and the airplane collided with trees. Examination of the wreckage revealed adequate fuel in the wing tanks; however, there was no fuel in the gascolator. Both fuel pumps were removed and tested, revealing no mechanical anomalies. While it is likely that the loss of engine power was caused by fuel starvation, the investigation could not definitively exclude other possible scenarios for the loss of engine power or a cause for the fuel starvation.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
What happened, in order
- Loss of engine power (total) during enroute (cruise) defining event
- Off-field or emergency landing during emergency descent
- Collision with terrain or object (not controlled flight into terrain) during emergency descent
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane
- Flight time: 2,281 hours in all; 300 in this make and model; 15 in the last 90 days; 7 in the last 30 days; 2,191 as pilot in command
- Last flight review: October 1, 2009
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rear
- Injury: no injuries
The aircraft
- Airframe total time: 1,140 hours
- Last inspection: condition inspection, January 5, 2011; 15 hours since
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Cont Motor E-225 (piston); 0 hours total
The flight
- Departed from: 2J8 Pierson FL at 5:30 pm
- Destination: SGJ St. Augustine FL
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 050° at 12 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 63°F (17°C)
- Observation at 5:50 pm from XFL, 8 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.