N9145 is a 1960 Focke-Wulf FWP 149D. It is a fixed-wing single-engine aircraft with 5 seats, powered by a Lycoming GO-480-B1A6 rated at 260 horsepower. Its registration was cancelled in Sep 2019. Its experimental airworthiness certificate was issued in Dec 2022. This page also carries 1 NTSB event.
FAA recordRegistered in Belton, TX in 2019 · deregistered in 2019.
2022
2019
On July 4, 2021, about 1722 central daylight time, a Focke-Wulf FWP-149D experimental airplane, N9145, was destroyed when it was involved in an accident near Killeen, Texas. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
According to automatic dependent surveillance-broadcast (ADS-B) track data, about 1634, the flight departed New Braunfels Regional Airport (BAZ), New Braunfels, Texas, on runway 13 and continued northbound toward Skylark Field Airport (ILE), Killeen, Texas, as shown in figure 1.
Figure 1. ADS-B ground track for the entire flight.
At 1714:39, when the airplane was about 12.9 nautical miles (nm) south of ILE, it entered a descent from 3,600 ft mean sea level (msl). At 1715:30, the airplane entered a left turn toward the northwest as it descended through 3,500 ft msl. About 2 minutes later, when the airplane was about 7.7 nm from ILE, it entered a right turn to join the extended centerline for runway 1 at ILE, as shown in figure 2. At 1717:50, the airplane was established on the extended runway centerline at 2,800 ft msl.
Figure 2. ADS-B ground track during the landing approach.
Airplane performance calculations based on ADS-B data revealed that between 1716:55 and 1718:42, the airplane decelerated from 113 knots calibrated airspeed (KCAS) to about 57 KCAS as it descended toward runway 1 at ILE, as shown in figure 3.
According to the Focke-Wulf FWP-149D Flight Manual, the aerodynamic stall speed at the airplane’s maximum takeoff weight with the landing gear and flaps retracted was 61 knots (VS1), and the maximum glide distance with no engine power would be achieved at 90 knots (VG) with the landing gear and flaps retracted. During a forced landing with no wind, the airplane would glide 1.2 nm laterally for every 1,000 ft of altitude loss.
At 1719:42, the airplane’s airspeed and descent rate were 57 KCAS and 655 ft per minute, respectively. About 13 seconds later, at 1719:55, the airplane’s airspeed and descent rate were 59 KCAS and 735 ft per minute. Then, during the next 1.3 minutes, the airplane’s airspeed increased to 68 KCAS and the descent rate decreased to about 450 ft/min.
At 1721:39, the final ADS-B track point for the flight was at 1,141 ft msl (about 345 ft above ground level) and about 2.4 nm miles from the runway 1 displaced threshold at ILE. At that time, the airplane’s airspeed and descent rate were about 64 KCAS and 300 ft/min, respectively. The main wreckage was located about 0.5 mile north of the final ADS-B return, as shown in figure 4.
Figure 3. Altitude, ground speed, true airspeed, calibrated airspeed, and vertical speed for the accident flight.
Figure 4. ADS-B ground track, initial impact point, and main wreckage location.
A commercial airline pilot reported hearing the pilot transmit over the aircraft emergency frequency (121.5 MHz) that he had “lost his engine” was “losing altitude” and was “trying to make it to Skylark.” The pilot subsequently stated that he “wasn’t going to make it to the airport” and to “roll the trucks.” A short time later an emergency locator transmitter (ELT) beacon was heard on the emergency frequency.
A witness reported that the airplane was flying toward the airport at about “300 ft agl” and 50 to 60 knots and that the engine was “sputtering.” He saw the airplane’s wings roll left and right 2 to 3 times before the airplane “stalled” with the left wing down. The airplane then descended toward the ground.
The German-built Focke-Wulf FWP-149D airplane was manufactured as a military trainer and was not type-certificated by the Federal Aviation Administration (FAA). The airplane operated in the United States between 1994 and 2001 with an FAA experimental exhibition airworthiness certificate before it was exported to Canada where the airplane was refurbished and operated in Canada between May 2001 and August 2019.
On August 31, 2019, the airplane was flown into the United States with a Canadian registration number and experimental airworthiness certificate. On September 23, 2019, the FAA issued the current experimental exhibition airworthiness certificate with associated operating limitations, and the airplane was re-registered as N9145. At that time, the airframe total time (AFTT) and engine time since overhaul (TSOH) were 2,454.6 hours and 497.5 hours, respectively. The airplane continued to operate in the United States as an experimental exhibition airplane until the accident.
Recent Maintenance
According to maintenance documentation, the airplane’s last condition and 100-hour inspections were completed on September 8, 2020. At that time, the AFTT and engine TSOH were 2,512.8 hours and 557.7 hours, respectively.
On October 24, 2020, the pilot annotated his flight logbook that the “chip light came on” during the flight. A review of available maintenance documentation did not reveal any associated maintenance at that time.
On June 19, 2021, the pilot annotated his flight logbook that the chip light illuminated again and that there was an unspecified magneto issue. On June 21, 2021, the pilot relocated the airplane from his homebase airport (ILE) to Draughon-Miller Central Texas Regional Airport (TPL), Temple, Texas, where his aviation mechanic was based.
According to a mechanic statement, maintenance invoices, and a logbook entry, the mechanic inspected the ignition system and determined the right magneto required repair. The right magneto was removed from the engine and repaired by an overhaul shop on June 29, 2021. Additional maintenance tasks at that time included changing the engine oil, repairing the oil filler neck, and installing new gaskets for the propeller governor and its adapter plate. On July 2, 2021, the mechanic installed the repaired right magneto and completed an engine run.
The mechanic reported that during the engine run the amber-colored “chip detector” warning light illuminated in the airplane’s instrument panel. He shut down the engine, drained the engine oil into a clean bucket, and followed the wiring associated with the “chip detector” warning light to the engine oil filtration system housing. Disassembly of the oil filtration device revealed metal contamination inside the filter housing and on the filtration screen.
The mechanic then showed the pilot the metal contamination and with the pilot present determined that the metal contamination did not stick to a magnet. The mechanic and pilot agreed that the metal contamination needed to be sent to a laboratory for additional analysis.
The pilot told the mechanic that he still intended to fly the airplane back to ILE. The mechanic told the pilot that they needed to determine the source of the metal contamination before the pilot flew any trips in the airplane.
The mechanic collected samples before he cleaned the filtration housing, filter screen, and bypass switch. He added new oil to the engine and performed another engine run, during which the “chip light” did not illuminate.
According to last maintenance logbook entry, dated July 2, 2021, the AFTT and engine TSOH were 2,577.7 hours and 620.6 hours, respectively.
Flight History Following Recent Maintenance
On July 3, 2021, the pilot repositioned the airplane from TPL to ILE. The mechanic stated that the pilot completed an engine runup before the airplane departed. The mechanic stated that he believed the airplane was going to remain at ILE until the laboratory results were returned concerning the metal contamination found in the oil filter screen. According to the pilot’s flight logbook, on July 3, 2021, the flight from TPL to ILE was 0.2 hours in duration.
According to ADS-B track data, on July 4, 2021, the pilot flew the airplane from ILE to New Braunfels National Airport (BAZ), New Braunfels, Texas. The airplane was airborne about 0.8 hours during the non-stop flight. After landing at BAZ, the airplane was featured in a static-display of aircraft in conjunction with the airport’s Forth-of-July airshow. The accident occurred during the pilot’s return flight to ILE after the airshow. The airplane was airborne about 0.8 hours during the accident flight.
The airplane’s tachometer was destroyed during the postaccident fire and, as such, the airplane’s AFTT and engine TSOH at the time of the accident were calculated using the last maintenance logbook entry, the pilot’s online flight logbook, and ADS-B track data. Based on available information, the pilot operated the airplane at least 1.8 hours following the last maintenance that was completed on July 2, 2021, and at the time of the accident the AFTT and engine TSOH were 2,579.5 hours and 622.4 hours, respectively.
Engine Oil Filtration System
The airplane was equipped with an Aviation Development Corporation (ADC) oil filtration system, part number 600010-1. A review of product literature revealed that the oil filtration system was equipped with a ball-and-spring “bypass” switch, which when wired to a cockpit warning light offered a visual indication of when the filtration system was bypassing engine oil instead of flowing through the filter screen.
A separate magnetic chip detector was offered as an optional feature for the oil filtration system; however, postaccident examination of the oil filtration system confirmed that the optional chip detector was not installed.
Figure 5. Instrument panel warning light labeled “chip detector” (Provided by pilot’s family).
The German-built Focke-Wulf FWP-149D airplane was manufactured as a military trainer and was not type-certificated by the Federal Aviation Administration (FAA). The airplane operated in the United States between 1994 and 2001 with an FAA experimental exhibition airworthiness certificate before it was exported to Canada where the airplane was refurbished and operated in Canada between May 2001 and August 2019.
On August 31, 2019, the airplane was flown into the United States with a Canadian registration number and experimental airworthiness certificate. On September 23, 2019, the FAA issued the current experimental exhibition airworthiness certificate with associated operating limitations, and the airplane was re-registered as N9145. At that time, the airframe total time (AFTT) and engine time since overhaul (TSOH) were 2,454.6 hours and 497.5 hours, respectively. The airplane continued to operate in the United States as an experimental exhibition airplane until the accident.
Recent Maintenance
According to maintenance documentation, the airplane’s last condition and 100-hour inspections were completed on September 8, 2020. At that time, the AFTT and engine TSOH were 2,512.8 hours and 557.7 hours, respectively.
On October 24, 2020, the pilot annotated his flight logbook that the “chip light came on” during the flight. A review of available maintenance documentation did not reveal any associated maintenance at that time.
On June 19, 2021, the pilot annotated his flight logbook that the chip light illuminated again and that there was an unspecified magneto issue. On June 21, 2021, the pilot relocated the airplane from his homebase airport (ILE) to Draughon-Miller Central Texas Regional Airport (TPL), Temple, Texas, where his aviation mechanic was based.
According to a mechanic statement, maintenance invoices, and a logbook entry, the mechanic inspected the ignition system and determined the right magneto required repair. The right magneto was removed from the engine and repaired by an overhaul shop on June 29, 2021. Additional maintenance tasks at that time included changing the engine oil, repairing the oil filler neck, and installing new gaskets for the propeller governor and its adapter plate. On July 2, 2021, the mechanic installed the repaired right magneto and completed an engine run.
The mechanic reported that during the engine run the amber-colored “chip detector” warning light illuminated in the airplane’s instrument panel. He shut down the engine, drained the engine oil into a clean bucket, and followed the wiring associated with the “chip detector” warning light to the engine oil filtration system housing. Disassembly of the oil filtration device revealed metal contamination inside the filter housing and on the filtration screen.
The mechanic then showed the pilot the metal contamination and with the pilot present determined that the metal contamination did not stick to a magnet. The mechanic and pilot agreed that the metal contamination needed to be sent to a laboratory for additional analysis.
The pilot told the mechanic that he still intended to fly the airplane back to ILE. The mechanic told the pilot that they needed to determine the source of the metal contamination before the pilot flew any trips in the airplane.
The mechanic collected samples before he cleaned the filtration housing, filter screen, and bypass switch. He added new oil to the engine and performed another engine run, during which the “chip light” did not illuminate.
According to last maintenance logbook entry, dated July 2, 2021, the AFTT and engine TSOH were 2,577.7 hours and 620.6 hours, respectively.
Flight History Following Recent Maintenance
On July 3, 2021, the pilot repositioned the airplane from TPL to ILE. The mechanic stated that the pilot completed an engine runup before the airplane departed. The mechanic stated that he believed the airplane was going to remain at ILE until the laboratory results were returned concerning the metal contamination found in the oil filter screen. According to the pilot’s flight logbook, on July 3, 2021, the flight from TPL to ILE was 0.2 hours in duration.
According to ADS-B track data, on July 4, 2021, the pilot flew the airplane from ILE to New Braunfels National Airport (BAZ), New Braunfels, Texas. The airplane was airborne about 0.8 hours during the non-stop flight. After landing at BAZ, the airplane was featured in a static-display of aircraft in conjunction with the airport’s Forth-of-July airshow. The accident occurred during the pilot’s return flight to ILE after the airshow. The airplane was airborne about 0.8 hours during the accident flight.
The airplane’s tachometer was destroyed during the postaccident fire and, as such, the airplane’s AFTT and engine TSOH at the time of the accident were calculated using the last maintenance logbook entry, the pilot’s online flight logbook, and ADS-B track data. Based on available information, the pilot operated the airplane at least 1.8 hours following the last maintenance that was completed on July 2, 2021, and at the time of the accident the AFTT and engine TSOH were 2,579.5 hours and 622.4 hours, respectively.
Engine Oil Filtration System
The airplane was equipped with an Aviation Development Corporation (ADC) oil filtration system, part number 600010-1. A review of product literature revealed that the oil filtration system was equipped with a ball-and-spring “bypass” switch, which when wired to a cockpit warning light offered a visual indication of when the filtration system was bypassing engine oil instead of flowing through the filter screen.
A separate magnetic chip detector was offered as an optional feature for the oil filtration system; however, postaccident examination of the oil filtration system confirmed that the optional chip detector was not installed.
Figure 5. Instrument panel warning light labeled “chip detector” (Provided by pilot’s family).
The main wreckage was in a level grass field with several groupings of trees. The airplane’s initial impact point was a ground scar containing fragments of red navigation light lens material, consistent with the airplane in a left-wing-low attitude at impact. The wreckage debris path was oriented on a 319° true heading and measured about 135 ft long.
The main wreckage consisted of the cabin and cockpit, right wing, aft fuselage, engine, and propeller, as shown in figure 6. The main cabin and cockpit were destroyed by impact forces and the postimpact fire. All structural components and flight control surfaces were located at the accident site. All observed structural damage to the airplane was consistent with ground impact. Flight control continuity could not be established due to extensive damage but all observed flight control separations were consistent with ground impact, fire-related damage, or cuts to facilitate recovery of the wreckage.
Figure 6. Main wreckage at accident site.
The engine could not be rotated through the reduction gearbox using the attached propeller. Disassembly of the engine revealed the Nos. 3 and 4 connecting rods separated from their respective crankshaft journals. The Nos. 3 and 4 connecting rod beams were bent, twisted, and deformed. There was significant damage to the internal cavities of the engine crankcase, particularly along the rotational plane of the Nos. 3 and 4 connecting rods and associated rotating crankshaft components, as shown in figures 7 and 8.
Figure 7. Crankcase (left side).
Figure 8. Crankshaft and crankcase (right side).
There was no evidence of heat distress or a lack of lubrication to the internal engine drivetrain components. The cylinder combustion chambers remained mechanically undamaged, with no evidence of foreign object ingestion or detonation. The oil sump exhibited thermal damage that included a large hole.
The engine examination determined that one of the two crankshaft dynamic counterweights separated from its respective crankshaft counterweight mounting lobe at position No. 3. The crankshaft counterweight mounting lobe at position No. 3 exhibited elongated bores and a tearing/bending appearance, as shown in figures 9 and 10.
Several fractured metal items were recovered from inside the crankcase, cylinder Nos. 3 and 4, and the oil sump. The recovered items included pieces of connecting caps, bolts, nuts, bearings, counterweights, counterweight mounting lobes, rollers, bushings, snap rings, and washers, as shown in figure 11. The recovered counterweight rollers exhibited fretting/galling signatures at the center bushing (crankshaft) surfaces.
Figure 9. Crankshaft counterweight mounting lobe at position No. 3.
Figure 10. Crankshaft counterweight mounting lobe at position No. 3.
Figure 11. Metal items recovered from inside engine during the examination .
The recovered items were examined at the National Transportation Safety Board (NTSB) Materials Laboratory, Washington, DC. Three of the submitted items exhibited curved surfaces, case cracking, and material composition that was consistent with type 4340 steel alloy used for crankshafts. The curved surfaces were consistent with the geometrical features of a crankshaft counterweight mounting lobe. The case cracking was consistent with nitrided type 4340 steel used for crankshafts and their counterweight mounting lobes. One crankshaft counterweight lobe piece exhibited overstress fracture features on the left side of the piece, and progressive fracture features on the right side of the piece. The remaining crankshaft counterweight lobe pieces exhibited progressive fracture features on both the left and right side of the piece, respectively. The examined crankshaft counterweight lobe pieces exhibited features consistent with progressive fatigue failure.
The remaining items submitted for laboratory examination exhibited various degrees of gross plastic deformation, batter, and overstress fracture features.
Additionally, the contamination collected from the oil filtration system by the mechanic on July 2, 2021, was submitted to the NTSB Materials Laboratory for identification. The particulate debris from the submitted shop cloth, collected 2 days before the accident, was analyzed using a field emission scanning electron microscope (SEM) with an energy dispersive spectrometer (EDS). The particle morphology ranged from flat plate-like to ovoid and the major dimension of the particles ranged from 0.01 inch to less than 0.001 inch. Overall, the EDS analysis revealed the following primary elements: carbon, oxygen, aluminum, iron, copper, and lead.
In general, the aluminum and iron particles were flat or platelike consistent with removal via skiving or milling action. The composition of an iron particle was consistent with a chromium or chromium and molybdenum steel (the counterweights are fabricated from a chromium and molybdenum steel). Particles with high concentrations of lead and bromine were vestiges of the fuel additives in 100 octane low lead fuel (containing tetraethyllead and ethylene dibromide). The composition of the aluminum particle was consistent with an aluminum alloy with minor amounts of magnesium.
An autopsy of the pilot was completed by Southwestern Institute of Forensic Sciences at Dallas, Dallas, Texas. According to the autopsy report, the pilot died as result of thermal and blunt force injuries, and the manner of death was accident. FAA toxicology testing did not detect any carboxyhemoglobin, ethanol, glucose, or tested-for drugs.
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