Investigators Eye Dry-Rotted Oil Seal, Broken Connecting
Rods
Editor's Note: Below is the unedited text of
the National Transportation Safety Board's preliminary report on
the June 18 loss of a homebuilt Lancair IV-P in Springfield, KY.
As ANN reported, businessman Dan Hutson Jr.
was killed when his plane crashed during an emergency landing
attempt at Lebanon-Springfield Airport (6I2) after telling
controllers of an oil pressure problem.
Investigators discovered three broken connecting rods on the
plane's Continental TSIO-550-B, with one of the rods punched
through the top of the engine block. NTSB officials also found
evidence of oil leaking between the engine's accessory oil filter
adapter fitting, and an STC'd oil filter adapter.
NTSB Identification: MIA08FA122
14 CFR Part 91: General Aviation
Accident occurred Wednesday, June 18, 2008 in Springfield, KY
Aircraft: Yates Lancair IV-P, registration: N441L
Injuries: 1 Fatal.
This is preliminary information,
subject to change, and may contain errors. Any errors in this
report will be corrected when the final report has been
completed.
HISTORY OF
FLIGHT
On June 18, 2008, at 1310 eastern
daylight time, an amateur-built Lancair IV-P, N441L, impacted
terrain adjacent to runway 11 at Lebanon-Springfield Airport (6I2),
Springfield, Kentucky, during an emergency landing. The airplane
was substantially damaged and the certificated commercial pilot was
fatally injured. Visual meteorological conditions prevailed at the
time of the accident, and no flight plan was filed. The personal
flight was operated under the provisions of Title 14 Code of
Federal Regulations Part 91.
Personnel at the Indiana Air Route
Traffic Control Center (ARTCC) reported that the pilot departed
from Blue Grass Airport (LEX), Lexington, Kentucky, at 1300. Soon
after departing, he contacted a controller to advise that he was
losing engine oil pressure. At 1305, he requested radar vectors to
the nearest airport and was advised by the controller that 6I2 was
the closest airport. He was also advised that the airport was 8
miles at his 12 o'clock. At 1306, the pilot notified ARTCC that his
windscreen was covered in oil. ARTCC then advised him that he was 4
miles from 6I2. He responded that he did not have a visual of the
airport, and at 1308, ARTCC lost radar and communications with the
airplane.
A witness stated that he saw an
airplane flying overhead and heard it "backfire." The witness
further stated that shortly thereafter, he saw smoke coming from
underneath the airplane. He said that the engine appeared to be
running at full power, while continuing to backfire and emit smoke
until it disappeared from his sight.
PILOT INFORMATION
The pilot, age 54, held a commercial
pilot certificate with ratings for airplane single engine land,
multi-engine land, helicopter, and instrument airplane issued on
November 12, 1998. The pilot's last medical examination was on
November 8, 2007, for a second-class medical certificate with no
limitations or waivers. Review of the pilot's logbook revealed he
had accumulated 6,209 total flight hours, of which 196.5 hours were
in the Lancair IV-P. He had logged 30flight hours, which were flown
within the last 90 days prior to the accident.
AIRPLANE INFORMATION
The four-seat, low-wing, retractable
gear airplane, serial number LIV-177, was manufactured in 1997. It
was powered by a Continental TSIO-550-B, 350-horsepower engine and
was equipped with a three-bladed Hartzell constant speed propeller,
model F7693 DF. Review of the maintenance logbook records showed
that an annual inspection was done on February 29, 2008, at a Hobbs
reading of 313 hours, and an airframe total time of 313 hours. The
airplane's logbooks revealed that on May 6, 2008, the engine and
airframe total time was 351.1 hours. The pilot's personal logbook
indicated that he flew the airplane approximately 18.5 hours since
the last recorded inspection.
WRECKAGE AND IMPACT INFORMATION
Examination of the accident site
revealed that the wreckage was located at the approach end of
runway 11. The crash debris line was approximately 200 feet in
length on a 150-degree magnetic heading. A postcrash fire consumed
the composite airframe. All flight control surfaces were located at
the wreckage site, and flight control continuity was confirmed.
Examination of the airframe and flight control system components
revealed no evidence of preimpact mechanical malfunction. The
engine and its accessories were separated from the firewall and
airframe. Examination of the propeller and system components
revealed no evidence of preimpact mechanical malfunction.
Visual examination of the engine
revealed that the Nos. 1, 2 and 5 connecting rods were broken, and
that the No. 2 connecting rod penetrated through the top of the aft
section of the engine case. Examination of the accessory case
revealed that a Supplemental Type Certificate (STC) SE5743NM
Aviation Development Corporation (ADC) oil filter adapter was
attached to the Teledyne Continental Motors accessory oil filter
adapter fitting. A visual inspection of the ADC oil filter adapter
revealed that the sealing component between the mating surfaces was
extruding 3/4 inch. The sealing component was leaking oil for an
undetermined amount of time, was dry-rotted, and brittle.
Review of the engine logbook revealed
that the engine oil pressure was adjusted on May 11, 2007 at a
Hobbs time of 262. Further review of the engine logbook revealed
that the engine had a top overhaul on August 23, 2007 at a Hobbs
time 267 by an airframe and powerplant mechanic.