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.

FMI: www.ntsb.gov