N499RVRonald L Owen VANS RV-10 · 2011

On September 27, 2011, at 1906 eastern daylight time, an Owen model Vans RV-10 airplane, N499RV, was destroyed during an inflight engine fire, forced landing, and postimpact ground fire near Marietta, Ohio. The pilot and pilot rated passenger sustained serious injuries. The airplane was registered to and operated by Veracity Aviation, LLC under the provisions of 14 Code of Federal Regulations Part 91 without a flight plan. Day visual meteorological conditions prevailed for the local flight that departed the Mid-Ohio Valley Regional Airport (PKB), near Parkersburg, West Virginia, at 1846.

According to the pilot, the purpose of the flight was to gain familiarization with the experimental amateur-built airplane, which had been recently purchased by his employer. The pilot rated passenger had contributed in the assembly of the airplane and subsequently completed about 20 hours of flight testing of the airplane before the accident flight. The pilot stated that after departure he completed 15-20 minutes of basic flight maneuvers before returning to the departure airport. After receiving a clearance from the tower controller he reduced engine power to initiate a descent from 3,000 feet mean sea level. The passenger suggested using a higher engine power setting during the cruise-descent, and as the pilot slowly increased engine power he heard a loud bang from the engine compartment and oil began covering the windscreen. He noted that the engine continued to run erratically, but engine speed could not be controlled using the throttle or propeller controls. The pilot relinquished aircraft control to the pilot rated passenger, who had more experience in the accident airplane, and a forced landing was made to a nearby wooded area.

The pilot rated passenger reported that there were no anomalies noted during the preflight inspection that he and the pilot completed together. The airplane fuel tanks had been topped-off with 100 low-lead aviation fuel, which was about 60 gallons of fuel, before the accident flight. The engine oil level was verified to be 9 quarts and no oil was added before the accident flight. During the preflight inspection, the pilot and passenger verified that there were no oil or fuel leaks in the engine compartment, lower fuselage, or on ground. The passenger and pilot discussed the airplane's systems and checklist items before they departed on the accident flight. The passenger stated that the weather conditions included a clear sky and calm wind.

The passenger reported that after departure the pilot performed basic flight maneuvers for about 10-15 minutes before they decided to return toward the departure airport for a landing. After receiving the current weather conditions, the tower controller cleared the flight to land on runway 21. The passenger reported that as the airplane was descending toward the airport traffic pattern, there was a sudden "explosion" from the engine compartment that sounded similar to a "12 gauge double barrel shotgun." He stated that the airplane immediately lost engine power and the propeller stopped rotating briefly before it began to slowly windmill. He reported that the windshield and both side windows were quickly covered with engine oil following the loss of engine power. The passenger took control of the airplane and established that the engine was not producing any appreciable power by verifying that both the throttle and mixture controls were full forward. He told the tower controller of their emergency and that the airplane would not be able to reach the airport. The airplane collided with brush and a small tree during the forced landing, which caused it to rotate to the right during the impact sequence. He estimated that 30 seconds elapsed from when the airplane lost engine power to when it collided with terrain during the forced landing.

--- Pilot ---

According to Federal Aviation Administration (FAA) records, the pilot, age 24, held a commercial pilot certificate with single and multi-engine land airplane and instrument airplane ratings. He also held a flight instructor certificate with a single engine land airplane rating. His last aviation medical examination was completed on August 31, 2011, when he was issued a second-class medical certificate with no limitations or restrictions. A search of FAA records showed no previous accidents, incidents, or enforcement proceedings.

The most recent pilot logbook entry was dated September 24, 2011. At that time, the pilot had accumulated 714.0 hours total flight time, of which 647.7 hours were logged as pilot-in-command. He had logged 695 flight hours in single-engine airplanes and 19 hours in multi-engine airplanes. He had accumulated 0.2 hours in actual instrument conditions, 49.6 hours in simulated instrument conditions, and 51.4 hours at night. He had logged 113 hours in the previous 90 days and 34 hours in the last 30 days. The pilot did not log a flight within 24 hours of the accident. According to the logbook, he had not flown in the accident airplane before the accident flight. The pilot's last flight review was completed on May 26, 2011, in a Piper model PA-38-112 airplane.

--- Pilot Rated Passenger ---

According to FAA records, the pilot rated passenger, age 55, held a private pilot certificate with a single engine land airplane rating. His last aviation medical examination was completed on April 1, 2010, when he was issued a third-class medical certificate with a restriction for corrective lenses. He also held four repairman certificates for amateur-built experimental airplanes, including one for a Vans model RV-10 airplane (not the accident airplane). The pilot rated passenger's flight logbook was not reviewed during the investigation; however, according to FAA records, he reported having 1,500 hours total flight experience when he applied for his medical certificate dated April 1, 2010.

The accident airplane was a 2011 Owen model Vans RV-10 amateur-built airplane, serial number (s/n) 40373. A 280-horsepower modified Lycoming model IO-540-C4B5 reciprocating engine, s/n L-12118-48, powered the airplane. The airplane was equipped with a constant-speed, three blade, Whirl Wind model 400 "Rocket" carbon-composite propeller. The airplane could seat four individuals, and had an empty weight and a maximum takeoff weight of 1,776 pounds and 2,850 pounds, respectively.

On September 3, 2011, the accident airplane was issued an experimental airworthiness certificate and associated operating limitations. The current owner of the airplane, Veracity Aviation, LLC, purchased the airplane from the original owner/builder on September 5, 2011. At the time of the accident, the airplane was still operating under the restrictions of the 40-hour initial flight test phase. The airplane hour meter was destroyed at the accident site; however, the airplane was reported to have accumulated about 20 hours at the time of the accident. The engine had accumulated 20 hours since a field overhaul dated June 15, 2010, at 1,750 hours engine total time, which was completed at J.B. Aircraft Engine Service, located in Sebring, Florida. According to the overhaul paperwork, the stock Lycoming IO-540-C4B5 engine had been modified with an experimental fuel injection system and an experimental forward facing cold air induction system. These engine design modifications resulted in an experimental engine classification.

A postaccident review of the maintenance records found no history of unresolved airworthiness issues. The only recorded engine maintenance items were oil changes at 1.5 hours and 15 hours since the engine overhaul, and the installation of a deflector shield on the No. 1 exhaust pipe.

At 1853, the PKB automated surface observing system (ASOS) reported: calm wind, visibility 10 miles, clear sky, temperature 19 degrees Celsius, dew point 13 degrees Celsius, and an altimeter setting of 29.89 inches of mercury.

The accident airplane was a 2011 Owen model Vans RV-10 amateur-built airplane, serial number (s/n) 40373. A 280-horsepower modified Lycoming model IO-540-C4B5 reciprocating engine, s/n L-12118-48, powered the airplane. The airplane was equipped with a constant-speed, three blade, Whirl Wind model 400 "Rocket" carbon-composite propeller. The airplane could seat four individuals, and had an empty weight and a maximum takeoff weight of 1,776 pounds and 2,850 pounds, respectively.

On September 3, 2011, the accident airplane was issued an experimental airworthiness certificate and associated operating limitations. The current owner of the airplane, Veracity Aviation, LLC, purchased the airplane from the original owner/builder on September 5, 2011. At the time of the accident, the airplane was still operating under the restrictions of the 40-hour initial flight test phase. The airplane hour meter was destroyed at the accident site; however, the airplane was reported to have accumulated about 20 hours at the time of the accident. The engine had accumulated 20 hours since a field overhaul dated June 15, 2010, at 1,750 hours engine total time, which was completed at J.B. Aircraft Engine Service, located in Sebring, Florida. According to the overhaul paperwork, the stock Lycoming IO-540-C4B5 engine had been modified with an experimental fuel injection system and an experimental forward facing cold air induction system. These engine design modifications resulted in an experimental engine classification.

A postaccident review of the maintenance records found no history of unresolved airworthiness issues. The only recorded engine maintenance items were oil changes at 1.5 hours and 15 hours since the engine overhaul, and the installation of a deflector shield on the No. 1 exhaust pipe.

A postaccident investigation was completed by FAA Inspectors assigned to the Columbus Flight Standards District Office (FSDO). The FAA on-site investigation confirmed that all airframe structural and flight control components were located at the accident site. The accident site was located in a field about 5 miles west-northwest of PKB. The main wreckage consisted of the entire airframe, engine, and propeller. The majority of fuselage and right wing were destroyed by the postimpact fire. All observed structural component failures were consistent with overstress separation. Flight control continuity could not be established between the individual flight control surfaces and their respective cockpit controls due to fire damage. The flap position could not be determined due to fire damage. The cockpit and instrument panel were destroyed by fire. The engine remained attached to the firewall by the engine mounts and control cables. The propeller remained attached to the engine crankshaft. The engine was recovered to a secured hangar for additional examination.

A postaccident engine examination was completed by a FAA Principal Maintenance Inspector who had previously worked as a Technical Service Representative and Factory Floor Supervisor with Lycoming Engines. An external engine examination revealed significant heat and fire damage that was concentrated to the aft right side of the engine, near the No. 5 engine cylinder. The No. 5 engine cylinder oil drain-back tube and surrounding baffling were melted. The fuel nozzle for the No. 5 engine cylinder was found disconnected from its corresponding cylinder head. The fuel injector line remained connected to the fuel nozzle, but the threaded portion of the fuel nozzle was not engaged to the cylinder head and could be lifted away from the cylinder head with only finger force (without the use of tools). The remaining fuel injectors were found engaged to their respective cylinder heads. There was a large hole in the aft portion of the lower crankcase that exhibited re-solidified crankcase metal, consistent with a prolonged exposure to excessive heat and fire. The entire magnesium oil sump and about one-half of the rear accessory housing were destroyed by fire. The magnetos remained attached to the engine, but their cases and internal components were damaged by fire. The mechanical fuel pump and oil pump were destroyed by fire, leaving their associated components in and around the engine. The fuel servo was also damaged by fire. The propeller governor and forward external accessories remained attached to the engine crankcase. There was no evidence of an oil leak at the forward crankcase nose seal and propeller hub assembly.

A full engine disassembly established that there were no internal component failures of the crankshaft, connecting rods, pistons, camshaft or valve train. The crankshaft journals, connecting rods, and case/journal bearing surfaces did not exhibit any evidence of oil starvation. There were no mechanical anomalies identified with the rear accessory gears. During the engine disassembly, the upper and lower crankcase thru bolts, which are specified to have a close tolerance fit, were found loose within the housing and were able to be removed by hand. Additionally, the engine disassembly identified several inadequately torqued cylinder hold-down nuts and loose cylinder base studs. Additional information concerning the postaccident engine examination is included with the docket material associated with this investigation.

According to FAA air traffic control data, at 1839, the pilot of N499RV reported being on the ramp and requested to taxi to runway 21. The tower controller cleared N499RV to runway 21, via taxiways delta and alpha. At 1846, the pilot of N499RV reported being ready for takeoff on runway 21 and requested to make a right turn after takeoff and proceed westbound. The tower controller cleared N499RV for takeoff on runway 21 and approved the westbound departure. At 1904, the pilot of N499RV reported being 9 miles west of the airport, inbound for a landing. The tower controller cleared N499RV to make a right base turn for runway 21. At 1905, the pilot of N499RV declared an unspecified emergency. He told the tower controller that the airplane would not be able to cross the Ohio River (into West Virginia) and that he was making a forced landing. The tower controller did not respond immediately, and about 10 seconds later the pilot restated that he had an unspecified emergency. The tower controller acknowledged the emergency and asked for the airplane's current position. There were no additional communications received from the accident airplane.