NTSB Identification:
ERA12LA417
14 CFR Part 91: General Aviation
Accident occurred Wednesday, June 27, 2012 in Glenwood, FL
Probable Cause Approval Date: 11/06/2013
Aircraft: LUTERS ARNIS V LEGEND, registration: N3YZ
Injuries: 1 Uninjured.
NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.The amateur-built airplane was in cruise flight at 3,000 feet above ground level when it experienced a total loss of engine power. The pilot performed a forced landing to a field, and the airplane sustained substantial damage during the landing.
Postaccident examination revealed that the fuel control unit (FCU) condition lever was 20 degrees out of its run position. Further examination of the condition lever revealed that the condition lever’s outer cable had been improperly installed, which allowed the uncommanded aft movement of the condition lever, which could result in a loss of engine power. A broken engine mount, which was likely the result of impact-related forces, was also found. This broken engine mount resulted in a slight turbine misalignment. When the turbine was realigned, the FCU condition lever settings were normal. The engine was subsequently started and operated normally with no irregular noises or hesitation.
According to the engine manufacturer’s representative, if the condition lever had been installed properly, there should have been no such movement of the condition lever.
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The total loss of engine power due to the airplane builder’s improper installation of the fuel control unit condition lever cables, which resulted in the airplane’s subsequent forced landing.
NTSB Identification:
CEN11LA553
14 CFR Part 91: General Aviation
Accident occurred Saturday, August 06, 2011 in Metone, IN
Probable Cause Approval Date: 05/15/2012
Aircraft: HYDE WILLIAM R HELICYCLE, registration: N128BH
Injuries: 1 Uninjured.
NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.The pilot reported that the helicopter was about 100 yards from the landing zone at 100 feet above ground level at 40 mph airspeed when the engine “flamed out.” He attempted to execute an autorotation, but the helicopter impacted hard.
The examination of the helicopter revealed that the electrical wires that provided power to the helicopter’s fuel pump became disconnected, which resulted in an interruption in the fuel flow to the engine.
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The loss of engine power due to fuel starvation as a result of an electrical system failure.
NTSB Identification:
WPR09LA219
14 CFR Part 91: General Aviation
Accident occurred Friday, April 24, 2009 in Astoria, OR
Probable Cause Approval Date: 11/09/2009
Aircraft: ELLUMAX LEASING LLC EPIC LT, registration: N653SB
Injuries: 2 Uninjured.
NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.During a climb to en route cruise, the airplane's engine lost almost all power, and the pilot had to ditch in a river because he was unable to glide back to the departure airport. The power loss was due to a minimum fuel flow command from the fuel control unit as a result of the seizure of the fuel control flyweights. The seizure of the flyweights was due to their contamination with residue from a failed fuel control tachometer drive bearing. The bearing failed due to its preload spacer being machined incorrectly, and due to the failure of the assembling technician to detect the anomaly at the time the fuel control was assembled.
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The partial loss of engine power during climb to cruise due to the failure of the engine's fuel control unit.
Contributing to the accident was the incorrect machining of an internal component of the fuel control unit, and the failure of the assembling technician to correctly inspect the unit's assembly.
NTSB Identification:
SEA08LA195
14 CFR Part 91: General Aviation
Accident occurred Tuesday, September 02, 2008 in Camarillo, CA
Probable Cause Approval Date: 03/05/2009
Aircraft: LANCAIR Propjet, registration: N750PJ
Injuries: 2 Minor.
NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.The pilot reported that while transitioning from climb to cruise, the engine lost power with no engine sounds or instrument indications of a pending engine failure. The pilot noted white smoke emanating from the exhaust stacks as he began a 180-degree turn back towards the runway. He stated that overrun barriers were on the runway and that he had to maintain a faster airspeed in order to clear the runway overrun barriers before he could land the airplane. After clearing the overrun barriers, he landed the airplane and applied maximum braking in an attempt to stop the airplane on the remaining runway. During the landing rollout, the airplane exited the runway, struck a pile of dirt and flipped over, causing structural damage to the left wing, rudder, and vertical stabilizer. Examination of the aircraft indicated a significant amount of air bubbles in the fuel system, but no further engine anomalies that would have precluded normal operation.
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The loss of engine power due to air within the fuel system.
NTSB Identification:
LAX07LA184.
The docket is stored in the Docket Management System (DMS). Please contact
Records Management Division
Accident occurred Saturday, June 02, 2007 in Parowan, UT
Probable Cause Approval Date: 01/31/2008
Aircraft: Brook Lancair IV-P, registration: N401PT
Injuries: 2 Uninjured.
NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.The pilot was about 1 hour 15 minutes into the flight, and the airplane was cruising at 26,000 feet, when the turbo prop engine lost power with white smoke coming out of the exhaust. About a minute before the pilot had observed what he termed "splats" of moisture on the windscreen. He performed an emergency descent and at 12,500 feet attempted an engine restart. The restart attempt was unsuccessful. He glided to the nearest airport, circled, and performed a power-off landing. The airplane crossed the runway threshold at 120 knots, floated, and touched down at mid field. After touchdown, the airplane continued down the runway, off the end, and into terrain and a fence. The airplane came to rest with the landing gear collapsed. Federal Aviation Administration inspectors examined the airplane, and could not identify any mechanical abnormality with the engine or fuel system. The Pilot Operating Handbook states that an engine relight was possible below 13,000 feet mean sea level, and below 160 knots of airspeed. The pilot could not recall what his airspeed was when he attempted the engine restart. The airplane was not equipped with any type of engine inlet anti-ice or deicing equipment. The pilot did state that he had been in and out of moisture while at his 26,000 feet cruising altitude, but there had been no ice buildup on his wings or windscreen. A technical representative for Lancair stated that a 3/4 blockage of the engine cowling NACA induction scoop might be enough to starve the engine of air and induce a flameout.
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
A loss of engine power due to engine inlet icing. Contributing to the accident was the lack of engine inlet anti-icing capability.
NTSB Identification:
DFW07LA103.
The docket is stored in the Docket Management System (DMS). Please contact
Records Management Division
Accident occurred Wednesday, May 02, 2007 in McAllen, TX
Probable Cause Approval Date: 01/31/2008
Aircraft: LIVPT INC Lancair IV-P, registration: N119TC
Injuries: 2 Fatal.
NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.Prior to departure, the commercial pilot experienced a hot start while attempting to start the 750-horsepower turbo-prop engine. The pilot received assistance from an airframe and powerplant mechanic.
The mechanic reviewed the handwritten checklist the pilot used to start the engine and informed him that the procedures were out of sequence, which was most likely the cause of the hot start. The pilot then motored the engine and allowed the starter to cool for approximately two minutes before he attempted to start the engine. The engine started, sounded "normal" and ran "stable" for approximately 30-45 seconds. The pilot then shut down the engine, and no smoke or engine surging was observed. The pilot dismounted the airplane and walked inside the terminal building with the female passenger. The mechanic then informed the pilot that he should let the starter cool down for at least 30 minutes to 1-hour. About an hour later, the pilot started the engine, and departed. About a minute after takeoff, the pilot announced that he had an "engine out" and he attempted to perform a forced landing on a road south of the airport. Witnesses said the airplane was "wobbling in the air from side to side and having trouble flying straight." It then made a sudden "right down wind turn" and descended "suddenly as if it had to land." The airplane landed on the southbound lanes of the road and collided with the pavement, the center concrete guardrail, and a metal guardrail before catching on fire. Examination of the airplane revealed that a major portion of the airplane's structure was consumed by fire and the position of the fuel selector valve could not be determined. Examination of the experimental engine revealed it had sustained extensive thermal damage; however, no mechanical deficiencies were noted with the engine that could have prevented normal flight operations.
NTSB Identification:
MIA07LA032.
The docket is stored in the Docket Management System (DMS). Please contact
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Accident occurred Thursday, December 21, 2006 in Merritt Island, FL
Probable Cause Approval Date: 11/29/2007
Aircraft: Clopton Aero LLC Aerocomp Compair 7SL, registration: N286JL
Injuries: 1 Minor.
NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.The pilot stated that he completed about 7 practice crosswind landings during which the airplane performed well with no problems. During his last takeoff at 93 percent power, while at an altitude of about 500 to 700 feet AGL, the turbine started to spool down to about 61 percent (flight idle). He said he initiated emergency procedures to include pushing the left throttle full forward, with no increase in power being realized. He said he then brought the left throttle to flight idle, feathered the propeller, flipped and activated the isolate switch to the on position to bypass the normal fuel delivery system, and then advanced the right throttle full forward. He said the lock clip detent was secure, but this produced no increase in power or thrust, Thrust remained at about 61 percent, with no change being noted in fuel power through either the normal and emergency isolate positions in fuel flow to the turbine. He said he felt he was dropping faster with the propeller feathered, so he attempted to see if he could get some thrust with the propeller control to full forward which seemed to help a little. He said he was able to glide clear of all houses and structures, and was able to ditch the airplane in the water. After recovery from the water, postcrash examinations of the airframe, engine, and accessories were performed by the manufacturer, and the examinations revealed the presence of "slime" in the common airframe fuel filter which received fuel from the normal fuel supply line, as well as the separate emergency fuel supply line that bypassed the fuel control unit, to directly feed the turbine. The engine was also given a separate detailed examination. No other anomalies were noted.
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The airplane manufacturer's inadequate maintenance prior to final aircraft delivery, which resulted in fuel filter blockage and engine fuel starvation.
NTSB Identification:
SEA06LA167.
The docket is stored in the Docket Management System (DMS). Please contact
Records Management Division
Accident occurred Tuesday, August 22, 2006 in Helena, MT
Probable Cause Approval Date: 02/26/2007
Aircraft: Kinnson Lancair IV-P Turbine, registration: N514PT
Injuries: 1 Minor.
NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.According to the pilot, after flying the turbine-powered amateur-built experimental airplane in the local area for about 40 minutes, he returned to the airport to practice some takeoffs and landings. After completing the first landing, he departed and was climbing out with the landing gear and flaps retracted when he "noticed flames coming out of the right side exhaust stack." The engine lost power, and the pilot executed a forced landing in a field. During the landing roll, the airplane impacted irrigation ditches and a fence. An FAA inspector examined the airplane and reported that the right wing spar was broken. He further reported observing dents in the exhaust stacks that appeared to be from turbine blade material breaking off the turbine wheels and exiting the engine. The inspector oversaw a read out of engine parameters stored in avionics equipment installed in the airplane. According to the inspector, the data revealed "over temp and over torque of the engine for in excess of 60 seconds." The pilot stated that the accident could have been prevented by having equipment installed in the airplane that would prevent turbine overtemperature by automatically limiting the fuel flow to the turbine.
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The total loss of engine power as a result of turbine over temperature due to the pilot's failure to follow proper procedures for engine operation. A contributing factor was the lack of suitable terrain for the ensuing forced landing.
NTSB Identification:
SEA06LA074.
The docket is stored in the Docket Management System (DMS). Please contact
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Accident occurred Friday, April 14, 2006 in Belgrade, MT
Probable Cause Approval Date: 03/26/2007
Aircraft: Central Copters Lancair IV-P, registration: N671
Injuries: 3 Uninjured.
NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.While on final for a night visual approach, the quill shaft between the reduction gear box and the power section of the engine decoupled. This resulted in a loss of drive input to the propeller, and ultimately to an off-field forced landing on rough/uneven terrain. Although the initial touchdown was successful, during the rollout the aircraft impacted the terrain, and after it came to a stop a small fire developed near the engine exhaust. Although the occupants tried to put out the fire, they were unable to do so, and the aircraft was eventually consumed by the fire.
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The total loss of drive power to the aircraft's propeller while on a visual final approach, due to the decoupling of the quill shaft between the reduction gearbox and the engine power section. Factors include a dark night, no suitable terrain on which to land, and the rough/uneven nature of the terrain upon which the pilot had to execute his forced landing.
NTSB Identification:
LAX06LA041.
The docket is stored in the Docket Management System (DMS). Please contact
Records Management Division
Accident occurred Saturday, November 19, 2005 in Tucson, AZ
Probable Cause Approval Date: 06/27/2007
Aircraft: Tingle Special, registration: N660T
Injuries: 2 Fatal.
NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.The airplane entered a torque roll to the left during the initial climb shortly after takeoff. Numerous pilot witnesses observed the composite airplane on takeoff roll when the airplane began to drift to the left of centerline. Some observed dust below the left wing from the left main landing gear tire rolling in the dirt. The airplane lifted off the ground in a nose high pitch attitude and rolled 90 degrees to the left in a knife-edge turn. The airplane then continued to an inverted position, descended at a 45-degree nose low pitch attitude, and impacted the ground. All of the witnesses indicated that the engine seemed to be at full power during the entire event. Measurements of tire marks on the runway and tire tracks in the dirt to the east of the runway, indicated that the pilot continued with the takeoff roll even though the airplane was well east of the runway centerline and even departed the runway surface to the east.
According to the airplane kit manufacturer, takeoffs with more than 70 percent torque were not recommended until the airplane reached 100 knots indicated airspeed. The kit manufacturer added that if one were to takeoff with more than 70-percent torque, below 100 knots, there would not be enough rudder authority to offset the torque/p-factor of the 725-horsepower engine/propeller. There was no record in the FAA database of the airplane receiving an experimental airworthiness certificate nor was there an endorsement in the logbook indicating that the pilot/builder had flown the requisite 40 hours of test flights prior to carrying passengers. The airplane was destroyed by impact and fire damage. The FAA inspector who responded to the accident site reported finding no anomalies with the identifiable components that would have prevented normal flight.
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's excessive use of power during takeoff, which resulted in an inadvertent torque roll shortly after lift off. Also causal was the pilot's failure to abort the takeoff when directional control could not be maintained during the takeoff roll.
NTSB Identification:
CHI05LA094.
The docket is stored in the Docket Management System (DMS). Please contact
Records Management Division
Accident occurred Sunday, April 10, 2005 in Kendallville, IN
Probable Cause Approval Date: 07/07/2005
Aircraft: Tschida Glastar, registration: N5DK
Injuries: 1 Uninjured.
NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.The amateur-built experimental airplane was substantially damaged when it lost engine power after takeoff. The pilot was in the traffic pattern and attempted to execute a forced landing on the departure runway. However, the glide path was not sufficient to reach the runway and the airplane impacted a road and ditch adjacent to the airport. This was the first flight of the airplane. The pilot was the owner and builder of the aircraft. The pilot stated that after takeoff, he experienced a "very quick" 8-knot reduction in airspeed. The loss in airspeed was followed by a reduction in engine exhaust gas temperature (EGT) of about 50 degrees Fahrenheit. The pilot noted that the loss of airspeed felt like "someone momentarily deployed a speed brake but the airspeed remained at the lower speed." He recalled that the fuel pressure indicated 10 pounds per square inch (psi) at that time. The pilot stated that when he reached a point abeam the end of the runway and began a 180-degree turn to final approach for landing, a second airspeed reduction occurred. He reported that while maintaining a 65-knot glide speed, the glide path would not allow a landing on the runway. The pilot reported that the field adjacent to the airport was too small to permit a safe landing. Because there was no traffic on the road adjoining the airport, he elected to dive toward it in an effort to maintain enough airspeed to pull up and land in a grass area off the end of the runway. However, the airplane's nose wheel caught the edge of the roadway and the aircraft slid across the road and into a ditch. A post-accident inspection revealed that a piece of silicone rubber sealant obstructed the inlet of the internal engine fuel filter. The pilot/builder reported that to the best of his knowledge the sealant material was not used in the construction of the airplane and he was unsure of the source. In addition, a Federal Aviation Administration inspector examined the airplane. He noted that several bends in the fuel lines were flattened and did not have a uniform cross-section at those locations.
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
A loss of engine power due to fuel starvation as a result of the fuel flow restriction at the internal engine fuel filter due the presence of the silicone sealant material. Contributing factors were the unsuitable terrain for a forced landing short of the airport property, as well as the road and ditch.
And it goes on, and on, and on..........
