National Transportation Safety Board - Aircraft Accident/Incident Database

Transcription

1 Accident Rpt# CEN11LA456 07/03/ CDT Regis# N6012H Weyauwega, WI Acft Mk/Mdl CONDOR SOUTHERN POWERED PARACHAcft SN 1964 Acft Dmg: MINOR Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl ROTAX 582 Fatal 0 Ser Inj 1 Flt Conducted Under: FAR 091 Opr Name: SCHMIDT RICHARD A On July 3, 2011, about 1853 central daylight time, a Condor Southern Powered Parachute Raptor, N6012H, sustained minor damage when it struck powerlines near Weyauwega, Wisconsin. The pilot suffered serious injuries. The aircraft was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight which was not operated on a flight plan. The local flight originated from a private residence in Weyauwega, Wisconsin, at an unconfirmed time. A report submitted on behalf of the pilot stated that he was flying over the Wolf River and struck power lines. Examination of the aircraft after the accident revealed minor damage. No anomalies were found that would have precluded normal operation. At the time of the accident, the pilot held a student pilot certificate that was issued on August 6, The report submitted did not list flight experience or training the pilot may have received. Page 1 Copyright 1999, 2012,

2 Accident Rpt# ERA13LA084 12/09/ CST Regis# N5172S Brandon, MS Apt: Woodbridge 6MS1 Acft Mk/Mdl MERRITT LESLIE R KELLY D Acft SN 43 Acft Dmg: SUBSTANTIAL Rpt Status: Prelim Prob Caus: Pending Eng Mk/Mdl LYCOMING O-235-C2C Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: KDB LLC On December 9, 2012, about 1615 central standard time, a Merritt Kelly D, N5172S, was substantially damaged following a forced landing near Brandon, Mississippi. The commercial pilot and one passenger sustained minor injuries. The experimental, amateur-built airplane was operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed and no flight plan was filed. The local flight was originating at the time of the accident. The pilot reported that, shortly after liftoff, the engine lost power. He maneuvered the airplane for a forced landing. The airplane collided with trees in a marshy area. First responders noted a smell of fuel at the accident site. A Federal Aviation Administration inspector responded to the accident site and examined the wreckage. The inspector confirmed substantial damage to the airframe. Flight control continuity was confirmed from the controls to the cockpit. The fuel tank was breached, and contained a residual amount of light blue-colored fuel. Some small flakes were observed inside the tank, consistent in appearance with tank sealant. The fuel selector valve was in the open position and no restrictions were observed. The gascolator was opened and was full of fuel. A small amount of debris was found in the bottom of the gascolator bowl. The carburetor inlet screen was free of contaminants. Further examination of the engine revealed that internal continuity was confirmed and compression was observed on all cylinders. The engine oil quantity was "full." Left magneto drive continuity was confirmed. The top spark plugs were removed and the electrodes were clean with a light gray color. Fuel was observed on the ground around the aircraft. Page 2 Copyright 1999, 2012,

3 Accident Rpt# WPR13LA069 12/14/ MST Regis# N480QP Dell, MT Acft Mk/Mdl POWERCHUTE AIRWOLF 912ULS Acft SN A180ULS Acft Dmg: SUBSTANTIAL Rpt Status: Prelim Prob Caus: Pending Fatal 0 Ser Inj 1 Flt Conducted Under: FAR 091 Opr Name: GREG K NICKERSON AW Cert: SPX On December 14, 2012, about 1030 mountain standard time, an experimental Powerchute Airwolf 912ULS powered parachute, N480QP, was substantially damaged following impact with terrain while maneuvering at a low altitude near Dell, Montana. The pilot received minor injuries, while the passenger was seriously injured. Visual meteorological conditions prevailed for the local flight, which was being operated in accordance with 14 Code of Federal Regulations (CFR) Part 91, and no flight plan was filed. The local flight departed from a private pasture near Dell about In a telephone conversation with the National Transportation Safety Board (NTSB) investigator-in-charge (IIC), the pilot reported that while maneuvering at a low altitude he experienced a downdraft, which resulted in the aircraft colliding with a bush, and subsequently impacting the ground. The aircraft sustained substantial damage to the airframe. The pilot reported no preimpact anomalies with the powered parachute that would have precluded normal operations. At 1053, the automated weather reporting facility at the Dillon Airport (DLN), Dillon, Montana, which was located about 38 nautical miles northeast of the accident site, reported wind 240 degrees at 4 knots, visibility 10 miles, temperature -3 degrees Celsius (C), dew point -7 degrees C, and an altimeter setting of inches of mercury. Page 3 Copyright 1999, 2012,

4 Accident Rpt# WPR10LA297 06/17/ PDT Regis# N901X Truckee, CA Apt: Truckee-tahoe Airport TRK Acft Mk/Mdl BERNHARD VANS RV8 Acft SN Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl TEXTRON LYCOMING IO-360-A1B6 Acft TT 362 Fatal 2 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: RAYMOND ROTGE AW Cert: SPE HISTORY OF FLIGHT On June 17, 2010, about 1408 Pacific daylight time, an experimental Bernhard Vans RV8, N901X, impacted desert terrain at the Martis Creek Dam Recreation area, Truckee, California. The airline transport-rated pilot/owner and a pilot-rated passenger were both fatally injured. The airplane was substantially damaged. Visual meteorological conditions prevailed for the local area flight that was returning to land at the Truckee Tahoe Airport (TRK) at the time of the accident. Law enforcement spoke to airport personnel in the tower at the time of the accident. One individual reported hearing the pilot transmit that they were on final to the airport at 1408, followed shortly thereafter by a second transmission from the pilot, reporting that they were on the base leg. A glider took off and reported to tower personnel that he could see airplane wreckage in an open field south of the airport. The individual that heard the radio transmissions was also a friend of one of the pilots. The pilot had told him that they were with a group of friends staying in Truckee for the week. The purpose of the accident flight was to do some sightseeing in the local area. According to a friend of both pilots, the front-seat pilot had been providing instruction to the rear-seated pilot/owner over the years, and the front-seat pilot had given the owner/pilot his last flight review. The evening prior to the accident, the front-seat pilot told him that the next morning's flight was to provide the owner/pilot with some flight instruction. One witness at his residence watching airplanes take off and land with his 10x binocular reported that the accident airplane was on the base leg of the landing approach for runway 28. The wind was gusting out of the southwest about 10 to 20 knots. The witness stated that it appeared as if the airplane continued beyond the normal point for the turn to the final leg, and was north of the final approach for landing; the airplane was low. The witness stated that the airplane executed a steep left bank turn onto final, which he estimated to be about 45 to 60 degrees. As soon as the airplane entered the turn, it "plummeted downward at a high rate of speed." The witness lost sight of the airplane behind a knoll. Two airborne pilots reported hearing the accident pilot's radio transmissions, and the pilot had a normal tone of voice, and sounded calm and relaxed. One of the airborne witnesses reported that they were returning from a cross-country trip. After landing, they began to taxi to their hangar; the Cessna that was following them had landed, and the accident airplane was visible to them from their airplane on the downwind leg. The airplane was straight and level and appeared to be at pattern altitude. The pilot stated that he and his passenger then saw the airplane "knife edge," left wing low, right wing high, with the accident airplane canopy visible to them. The sharp turn increased to a diving turn, which he estimated to be about a 45-degree angle to the ground. PERSONNEL INFORMATION Front seat pilot A review of Federal Aviation Administration (FAA) airman records revealed that the 71-year-old pilot held an airline transport pilot certificate. The pilot held a certified flight instructor (CFI) certificate with ratings for airplane single and multi-engine land, and instrument airplane. He also held a flight engineer certificate. The pilot held a second-class medical certificate issued in May It had the limitation that the pilot must wear corrective lenses. Flight time information was obtained from the pilot's family. The front-seat pilot had a total time of 18,970 hours, with 48.6 hours in the last year, 26.8 hours in the past 90 days; his flight time in an RV8 was 93.7 hours. The front seat pilot's last biannual flight review was June 16, Rear seat pilot/owner Page 4 Copyright 1999, 2012,

5 A review of FAA airman records revealed that the 66-year-old pilot held an airline transport pilot certificate. He also held a flight engineer certificate. The pilot held a third-class medical certificate issued in May It had the limitation that the pilot must have available glasses for near vision. No personal flight records were located for the pilot. The National Transportation Safety Board investigator-in-charge (NTSB IIC) obtained the aeronautical experience listed in this report from a review of the FAA airmen medical records on file in the Airman and Medical Records Center located in Oklahoma City, Oklahoma. The pilot reported on his most recent medical application, dated May 10, 2010, that he had a total time of 20,650 hours with 75 hours logged in the last 6 months. AIRCRAFT INFORMATION The airplane was a 2001 experimental Bernhard Vans RV-8, serial number A review of the airplane's logbooks revealed on May 2, 2010, an inspection of the airplane, in accordance with the scope and detail of appendix D of 14 CFR Part 43, was signed off by an airframe and power plant mechanic with inspection authorization, and considered to be in a condition for safe operation; total airframe time was recorded as 362 hours. The airplane was configured with tandem seating; the rear seat was equipped with full flight controls with the exception of a throttle. The engine was a Textron Lycoming IO-360-A1B6, serial number L A. In August 2007, the engine was returned to Lycoming with a total time of hours for compliance with Service Bulletin 566/Airworthiness Directive , and the crankshaft, serial number V , was installed. The engine was reinstalled on the airplane on September 21, On May 2, 2010, an engine inspection was performed utilizing appendix D of 14 CFR Part 43 and was returned to service. Fueling records from TRK established that the airplane was last fueled on June 15, 2010, with the addition of 42 gallons of 100 LL-octane aviation fuel. On the day of the accident, the airplane was flown approximately 0.9 hours. About 1105, the airplane departed TRK for O43, where an addition of gallons of fuel was added. WRECKAGE AND IMPACT INFORMATION First responders to the accident site reported that the airplane had come to rest upright in an open field. The canopy remained attached to the fuselage and in its normal position. A paramedic turned the ignition to the off position, removed the key, and seatbelt of the rear-seated pilot. A sheriff's deputy reported that the left wing had separated and was lying behind the airplane. The entire airplane came to rest at the accident site. The right wing, right horizontal stabilizer, and rudder remained attached to the fuselage. MEDICAL AND PATHOLOGICAL INFORMATION Front seated pilot The Coroner from Placer County completed the autopsy for the pilot on June 18, The cause of death was listed as blunt force injuries. The pilot's toxicology showed positive results for Beta-Phenethylamine, decomposition product, and Caffeine. The FAA Bioaeronautical Sciences Research Laboratory CAMI, Oklahoma City, performed toxicological testing of specimens for the pilot. Analysis of the specimens contained no findings for carbon monoxide, cyanide and volatiles. The report contained the following findings for tested drugs: 0.02 (ug/ml, ug/g) diphenhydramine detected in blood, diphenhydramine detected in urine, and ibuprofen detected in urine. Rear seated pilot The Coroner from Placer County completed the autopsy for the pilot. The cause of death was listed as multiple blunt force injuries. The pilot's toxicology showed positive results for caffeine, theobromine, and zolpidem. Theobromine is a methylaxanthine alkaloid found in tea and cocoa products. Zolpidem commonly known as ambien is a sedative hypnotic that is used to treat short-term insomnia. The adverse effects listed in the toxicology report could include drowsiness, dizziness, amnesia, headache, and nausea. Page 5 Copyright 1999, 2012,

6 The FAA Bioaeronautical Sciences Research Laboratory CAMI, Oklahoma City, performed toxicological testing of specimens for the pilot. Analysis of the specimens contained no findings for carbon monoxide, cyanide, volatiles. The report contained the following findings for tested drugs: (ug/ml, ug/g) Zolpidem detected in blood (cavity). Zolpidem was also detected in the urine sample. TESTS AND RESEARCH The airframe and engine were inspected at Plain Parts, Pleasant Grove, California, on August 20, The visual inspection performed by the NTSB IIC revealed that the fuselage remained intact, but exhibited crush damage from the propeller section rearward to the empennage. The cockpit area floor and sides exhibited compression crush damage. The right main landing gear remained attached to the fuselage. The propeller assembly remained attached to the engine; however, damage was sustained to all three of the wooden propeller blades. All of the blades had separated; however, about 1/3 of each blade from the hub outboard remained attached. The left wing had separated from the airplane. No discrepancies were noted with the flight control, and all cables and hardware were present. The throttle mixture and propeller controls were in the forward position. A visual inspection of the engine revealed no obvious holes. The engine controls, cables, and hardware remained attached at their respective positions. ADDITIONAL INFORMATION The FAA's "Airplane Flying Handbook," 2004 (FAA-H A) states: Normally, it is recommended that the angle of bank not exceed a medium bank because the steeper the angle of bank, the higher the airspeed at which the airplane stalls. Since the base-to-final turn is made at a relatively low altitude, it is important that a stall not occur at this point. If an extremely steep bank is needed to prevent overshooting the proper final approach path, it is advisable to discontinue the approach, go around, and plan to start the turn earlier on the next approach rather than risk a hazardous situation. Accelerated Stalls The FAA's "Airplane Flying Handbook," 2004 states: The airplane will, however, stall at a higher indicated airspeed when excessive maneuvering loads are imposed by steep turns, pull-ups, or other abrupt changes in its flight path. Stalls entered from such flight situations are called "accelerated maneuver stalls," a term, which has no reference to the airspeeds involved. Stalls that result from abrupt maneuvers tend to be more rapid, or severe, than the unaccelerated stalls, and because they occur at higher-than-normal airspeeds, and/or may occur at lower than anticipated pitch attitudes, they may be unexpected by an inexperienced pilot. Page 6 Copyright 1999, 2012,

7 Accident Rpt# CEN12LA187 03/13/ CDT Regis# N627RM Kimberling, MO Apt: None Acft Mk/Mdl BRICE RON GLASTAR SPORTSMAN 2+ Acft SN 7150 Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl LYCOMING IO-360-X Acft TT 133 Fatal 1 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: SIGNS OF LIFE On March 13, 2012, approximately 1426 central daylight time, N627RM, an experimental Ron Brice Glastar Sportsman 2+ equipped with amphibian floats, was substantially damaged during landing on Tablerock Lake near Kimberling, Missouri. The airline transport pilot was fatally injured. The airplane was registered to a private company and operated by the pilot. No flight plan was filed for the flight that departed Kimberling Airport (M064), Kimberling, Missouri, approximately Visual meteorological conditions prevailed for the personal flight conducted under 14 Code of Federal Regulations Part 91. Several witnesses observed the airplane as it approached Tablerock Lake. One witness said he was crossing the Kimberling City bridge when he saw the airplane headed west to east. The airplane was about 200 feet above the water and it was making a gradual descent as if to land. The witness said that the airplane did not level off as it got closer to the water. He said that when the airplane touched down there was a "big ball" of water in the air and he knew the airplane had crashed. A second witness was boating on the lake when she first observed the airplane flying east toward the bridge. She did not recognize the airplane and thought he must be a new pilot because he was flying so low and nearly hit the bridge. The witness continued to watch the airplane as it appeared to be approaching the lake to land. She said, "Rather than a normal seaplane landing, what I saw was the plane hit the water and flip. There was so much spray that I could not tell if the plane flipped more than once." A third witness observed the airplane flying eastbound toward the bridge and was "under power with no sign of motor trouble." The airplane was low and had to gain altitude to fly over the bridge before it began a descent toward the lake. The airplane disappeared from his view, but he did hear the engine "throttle back" as if to land. A Federal Aviation Administration (FAA) inspector performed an on-scene examination of the airplane once it was removed from the water. According to the inspector, the airplane sustained substantial damage to the fuselage and both wings. The propeller, tip of the vertical stabilizer and the forward section of the left float were also damaged. The landing gear extension handle was found in the retracted position and the flaps were extended. Flight control continuity was established for all major flight controls. The pilot held an airline transport pilot certificate in addition to a flight engineer certificate. He was rated for rotorcraft-helicopter, airplane single and multi-engine land and sea, and instrument airplane. Plus, he was a certified flight instructor for airplane single and multi-engine land, and instrument airplane. His last FAA Third Class medical was issued on April 2, According to the FAA, the pilot had accrued a total of 25,757 hours. Toxicological testing conducted by the FAA Toxicology Accident Research Laboratory, Oklahoma City, Oklahoma, revealed 546 (mg/dl, mg/hg) of Methanol detected in the blood; 157 (mg/dl, mg/hg) of Methanol detected in vitreous fluid, and 96 (mg/dl, mg/hg) of Methanol detected in the spinal fluid. The positive methanol findings were due to the pilot being embalmed after the accident. An external autopsy was conducted on the pilot by Southwest Missouri Forensics, Nixa, Missouri, on March 15, According to the Certificate of Death issued by the Missouri Department of Health and Senior Services, the pilot died from asphyxiation due to drowning. Weather at Branson Airport (BBG), Branson, Missouri, about 13 miles east of Tablerock Lake, at 1445, was reported as wind from 180 degrees at 9 knots, visibility 10 miles, clear skies, temperature 27 degrees Celsius, dewpoint 5 degrees Celsius, and an altimeter setting of inches Hg. Page 7 Copyright 1999, 2012,

8 Accident Rpt# CEN11LA490 07/13/ Regis# N61262 Peyton, CO Apt: Meadow Lake Airport FLY Acft Mk/Mdl DARROW STEPHEN AL-6 Acft SN Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl CONTINENTAL IO-470-V Acft TT 421 Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: ROBERT G MYERS AW Cert: SPE On July 13, 2011, at 1147 mountain daylight time, a Darron Stephen AL-6, amateur built single engine airplane, N61262, experienced a complete loss of engine power while descending to land at Meadow Lake Airport (FLY), Peyton, Colorado. The pilot made a forced landing to an open field and the airplane was substantially damaged. The airplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed and no flight plan was filed. The pilot, who was the sole occupant, was not injured. The flight originated from San Luis Valley Regional Airport (ALS), Alamosa, Colorado, about The pilot reported that during descent he recognized that the engine was not providing power and the propeller was simply windmilling. He was unable to restart the engine. During the emergency off-airport landing one wheel went into a low spot in the ground and both main landing gear legs collapsed and partially separated from the fuselage. The airplane continued moving across the ground and came to rest upright. The impacts resulted in the collapse of the main landing gear legs and substantial damage to the lower fuselage. An examination discovered there was more than 20 gallons of fuel on-board the airplane. On a previous instructional flight, with a certified flight instructor on-board, the engine appeared to be surging while in flight. At the conclusion of that flight, the engine would not shut off after bringing the mixture control to idle cut-off and the engine had to be stopped by turning off the magnetos. Following that incident the fuel mixture control was removed, repaired, and reinstalled. The reinstallation of the repaired component on the accident airplane was not done by a person certificated by the Federal Aviation Administration as a repairman or a mechanic. On two different flights following the reinstallation of the fuel mixture control the pilot reported that the engine quit during a landing ground roll when the throttle was brought to the idle position. The pilot did not report that he addressed that problem before he next flew the airplane. The engine was not examined and the reason for the loss of engine power could not be determined. Page 8 Copyright 1999, 2012,

9 Accident Rpt# WPR12LA141 03/20/ PDT Regis# N629BJ Santa Maria, CA Apt: Santa Maria SMX Acft Mk/Mdl GRIMM RV-9A Acft SN Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl LYCOMING O-320 Acft TT 478 Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: GRIMM WILLIAM H HISTORY OF FLIGHT On March 20, 2012, about 1530 Pacific daylight time, a Grimm (Vans Aircraft) experimental amateur-built RV-9A, N629BJ, collided with a berm during a forced landing near Santa Maria Public Airport/Captain G Allan Hancock Field, Santa Maria, California. The pilot/builder was operating the airplane under the provisions of 14 Code of Federal Regulations Part 91. The certificated commercial pilot and pilot-rated passenger were not injured. The airplane sustained substantial damage during the accident sequence. The local flight departed Oceano County Airport, Oceano, California, about 15 minutes prior. Visual meteorological conditions prevailed, and no flight plan had been filed. The pilot reported that after departure, at an altitude of about 2,000 feet mean sea level (msl), he trimmed the airplane for cruise flight, and began to adjust the fuel mixture control. As he leaned the mixture, the engine began to lose power and vibrate. He immediately applied full rich mixture, but the vibrations continued. He began a series of troubleshooting procedures, including switching the fuel tank selector valve, recycling power to the electronic ignition system, switching between the left and right ignition systems, and adjusting the throttle and mixture controls, but the vibration continued with no increase in engine performance. The pilot described the vibrations as so violent that they caused the airframe to shake in a manner he had never experienced before. He initiated a turn toward Santa Maria Airport, and unable to maintain altitude, declared an emergency to the tower controller about 1 minute later. The pilot subsequently performed a forced landing into a plowed field. During the landing roll, the airplane struck a berm, and came to rest nose-down. The airplane sustained substantial damage to the forward fuselage structure and both wings during the accident sequence. AIRPLANE INFORMATION The low-wing, two-seat airplane was equipped with an O-320-E3D four-cylinder Lycoming engine, serial number L A, and a fixed-pitch Sensenich propeller. FAA records indicated that the airplane was issued its special airworthiness certificate in May The engine had been overhauled in 2004, and installed on the airframe prior to certification. Maintenance records revealed that the airframe and engine had undergone a conditional inspection on March 28, 2011, at a total flight time of hours. The airplane had accrued an additional 72 flight hours between the inspection and the accident. TESTS AND RESEARCH The NTSB investigator traveled in support of this investigation, and performed an examination of the engine and airframe subsequent to recovery. Engine The engine sustained minimal damage during the accident sequence and remained attached to its mount. The propeller sustained aft bending to one of its blades, and no sections of the blades were missing. The crankcase, cylinder heads, and pushrods were free of obvious indications of distress. Examination of the dipstick revealed an appropriate quantity of dark-colored translucent oil to be present within the crankcase. The engine was equipped with two E-Mag electronic ignition units, which remained, along with the fuel pump and carburetor, firmly affixed to their respective mounting pads. The inner surfaces of the exhaust pipes exhibited tan-colored deposits, and were free of oil residue. Page 9 Copyright 1999, 2012,

10 The airplane was equipped with NGK BR8ES automotive spark plugs. The plugs were removed for examination, and exhibited black sooty deposits, with no mechanical damage. The bottom spark plugs for cylinder number three and four were "lead fouled" when compared to the Champion AV-27 Check-A-Plug guide. These plugs were tested utilizing an ohmmeter, and there was no short circuit between the plug electrode and ground. The engine cylinder chambers were examined via the spark plug bore holes utilizing a Borescope. No mechanical damage was observed, and both the piston crowns and cylinder head surfaces exhibited tan-colored deposits. Cylinder number three exhibited lead buildup around the inner surfaces of the head, and on the exhaust valve. The rocker covers were removed, and the valve springs, piston stems, and rockers were intact and covered in oil. The engine crankshaft was rotated by hand via the propeller. The engine rotated smoothly, and all valves and rockers moved. Compression was confirmed in firing order for all cylinders except number three. The exhaust and inlet manifolds for cylinder number three were removed, and the spark plugs were reinstalled. During subsequent crankshaft rotation, air was heard to leak past the number three exhaust valve seat. Cylinder number three was subsequently removed and inspected in accordance with the Lycoming Mandatory Service Bulletin SB388C "Procedure to Determine Exhaust Valve and Guide Condition." The exhaust valve did not exhibit any indications of excessive wear or carbon buildup. Subsequent examination revealed that fragments of carbon and lead deposits (dislodged from within the cylinder head during the impact sequence) were present on the exhaust valve seat, and most likely the reason for the leak. Further examination of the valve guides revealed that they were of the "Hi-Chrome" type, referenced in Lycoming Service Instruction 1485 "Exhaust Valve and Guide Identification Procedure." Installation of such guides increases the time between compliance for SB388C from 400 to 1,000 hours. Electronic Ignition The two E-MAG Ignition units were the "P-Model", P113 type. Both were tested, disassembled, and examined at the facilities of E-MAG Ignitions, in the presence of the IIC. The manufacturer's records indicated that both units had been returned for service in April 2011, at which time they were overhauled, and modified in accordance with the "Position Sensor Magnet Mount Mandatory Service Bulletin (9/12/08)." The service bulletin documents a modification to the sensor magnet mount assembly, which reduces the likelihood of an assembly failure, and subsequent loss of ignition timing. Based on airframe maintenance records, the ignition units had sustained about 200 hours of operation since the overhaul. Both ignition units were functionally tested, and operated normally, passing self-tests, and retaining their timing position after multiple rotations. The left unit was disassembled, and no anomalies were noted. Disassembly of the right unit revealed brown dust and metallic particles on the underside of its circuit control board, and within the cavity of the stator and coil. The magnetic rotary encoder chip was intact, and free of damage. The unit's stator and coil remained intact within the case, with the stator exhibiting light radial scoring to its inner layered surface. The upper nose bearing rotated smoothly when turned by hand, but appeared loose on the shaft, with excessive play (0.5mm - 1mm) at the shaft. The E-MAG Ignitions representative stated that he had not seen this type of damage before, and that the bearing should be a light press-fit on the shaft. A complete examination report is contained within the public docket. Page 10 Copyright 1999, 2012,

11 Accident Rpt# CEN12LA494 07/28/ EDT Regis# N282DL Columbus, IN Apt: Columbus Municipal Airport BAK Acft Mk/Mdl LEE OSCAR D III RV7 Acft SN Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl MATTITUCK TMX IO-360 Acft TT 272 Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: LEE OSCAR D III On July 28, 2012, at 1300 eastern daylight time, a Oscar D Lee III RV-7 experimental amateur-built airplane, N282DL, sustained substantial damage when it exited the runway during takeoff from the Columbus Municipal Airport, Columbus, Indiana. The private pilot and passenger were not injured. Visual meteorological conditions prevailed, and an instrument rules flight plan was filed for the flight, which was originating at the time of the accident. The personal flight was being operated under the provisions of 14 Code of Federal Regulations Part 91. According to the pilot, about mid-point of the takeoff roll, the airplane veered sharply to the left. The airplane exited the runway and came to rest upright. Examination of the airplane showed the right wing and aileron were buckled, and the right main landing gear was partially collapsed. Examination of the airplane by an experienced RV builder/owner/repairman revealed the right main landing gear attach bolt had sheared and failed. Under direction of the NTSB investigator-in-charge, the owner shipped the failed bolt to the NTSB materials laboratory for examination. The NTSB materials laboratory did not receive the bolt and the owner could not locate the shipment. Subsequently, the reason for the bolt failure could not be determined. The most recent conditional inspection was completed on October 12, At the time of the accident, the airplane had accumulated total hours. Page 11 Copyright 1999, 2012,

12 Accident Rpt# WPR13CA040 11/02/ Regis# N130PS Casper, WY Apt: Casper/natrona Intl Airport CPR Acft Mk/Mdl SPACKMAN AVID FLYER Acft SN 1250D Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl ROTAX 912A Acft TT 1 Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: E. PAUL SPACKMAN The pilot reported that it was the tail-wheel equipped airplane's first flight. He had circled above the traffic pattern for approximately one half hour before he entered the traffic pattern and conducted an uneventful approach and landing touchdown. The pilot reported that during the landing roll, the airplane ground looped, and the lower fuselage where the landing gears attach, was substantially damaged. The pilot reported no mechanical failures or malfunctions that would have precluded normal operations. Page 12 Copyright 1999, 2012,