N4077BMiller James Alan AVID FLYER

On October 15, 2011, about 1130 Pacific daylight time, an experimental amateur-built Miller Avid Flyer, N4077B, lost engine power during takeoff from Spaulding Airport, Susanville, California. The pilot was operating the airplane under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91. The private pilot sustained minor injuries. The airplane sustained substantial damage to the wings and fuselage during the accident sequence. The local flight departed Susanville about 1130. Visual meteorological conditions prevailed, and no flight plan had been filed.

The pilot purchased the airplane about two months prior to the accident, after which he disassembled and relocated it to his residence. For the next few weeks, he inspected the airplane and performed engine ground runs. During that period, he replaced the fuel lines, and added two plastic cased paper-element fuel filters, mounting them within the engine compartment, just above the carburetor intake manifold. Having completed his inspection of the airplane, he relocated it back to the airport for reassembly. The pilot did not hold an FAA Airframe and Powerplant (A&P) Mechanics certificate.

Over the remaining few weeks, he performed ground runs and taxi tests. On the morning of the accident, he completed four high-speed taxi runs, and on the fifth attempt, he took off, and flew the airplane around the local area for about 1 hour.

He then performed a full-stop landing, and shutdown the engine. About 30-minutes later, he returned with the intention of performing another flight in the airport traffic pattern. During the initial climb-out, at an altitude of about 150 feet above ground level, the engine began to vibrate and lose power. The propeller then stopped rotating, and the pilot began a left turn, and landed in a wooded area.

The owner reported that during recovery of the airplane from the accident site he removed about 8 gallons of fuel from the fuel tank. His statement was corroborated by an employee of the National Forest Service, who was present during the recovery operation.

The high-wing airplane was equipped with a Rotax 582, two-stroke, two-cylinder, liquid-cooled, reciprocating engine. The pilot did not provide maintenance records, stating that he had no knowledge of when the airplane was last subject to a conditional inspection. He estimated the engine had a total time of 300 flight hours since manufacture. He reported that when he purchased the airplane he was informed that it was of the light sport type, and required a conditional inspection rather than an annual or 100-hour inspection. As such, he thought that the examination he performed after purchase met the regulatory requirements for inspection.

According to FAA aircraft registration records, the airplane was manufactured in 1990, and received its airworthiness certificate in December 1991.

Engine Exam

The airframe and engine were subsequently examined by an A&P mechanic under the auspices of the NTSB investigator-in-charge. He performed a cursory examination of the airplane and engine, and noted no indications of engine seizure, or obvious discrepancies, with the exception of two spark plugs, which appeared to have broken off during the accident sequence. He replaced the spark plugs and attempted to start the engine. The engine started after four rotations of the propeller blades, and ran smoothly for about 1 minute until the fuel supply was exhausted. He subsequently disassembled the engine driven pneumatic fuel pump, which was located on the engine mount, just above the engine, and noted no internal damage or failure to the pulse diaphragm.

Rotax Engine Installation Instructions

The Rotax 582 Series engine installation manual recommended that 0.15 mm mesh-type fuel filters be installed between the fuel pump and the carburetor. The manual specifies that paper-element filters are not to be used, and that the fuel pump is to be positioned in a cool area, and not mounted on the engine. Representatives from Rotax stated that the fuel pump could potentially be prone to vibration-induced air cavitation if it is mounted directly to the engine.

Carburetor Icing

The temperature and dew point at the time of the accident was 73 degrees Fahrenheit (F) and 32 degrees F respectively. These values did not fall within the carburetor icing range when referenced against the FAA Special Airworthiness Information Bulletin CE-09-35, Carburetor Icing Prevention.