Accident Overview
On July 24, 2011, at 1013 eastern daylight time, a Ryan Aeronautical ST3KR, registration N2ER, was substantially damaged during a forced landing in a corn field in Sagaponack, New York. The certificated airline transport pilot and the passenger were seriously injured. Visual meteorological conditions prevailed at the time. No flight plan had been filed for the local flight between East Hampton Airport (HTO), East Hampton, New York, and a private airstrip on Foster Farm in Sagaponack. The personal flight was conducted under 14 Code of Federal Regulations Part 91.
Witness Observations
Several witnesses reported that the airplane made a low approach over the farm airstrip, after which the pilot added power and made a left turn. One witness noted that during the climb, the engine "coughed, then ran fine again." Another witness stated that as the airplane climbed, the engine did not appear to be making full power, then momentarily went to full power before losing power. A third witness heard the engine "cutting out and then start up again," and a fourth witness reported the engine would "go on and off…then stopped making noise." The airplane subsequently descended into a corn field.
Pilot Account
In a written statement, the pilot stated that he had taken off intending to fly for 30 minutes. During the flight, he flew over Foster's Farm and decided to land. He set up for a landing, then decided to go around. After turning left crosswind and then downwind, he began experiencing an engine problem at an altitude of 200 to 300 feet. He immediately turned the airplane toward the runway, checking airspeed, magnetos, and carburetor heat. With no improvement in engine performance, the pilot elected to land in a corn field adjacent to the airstrip.
Examination Findings
According to a Federal Aviation Administration (FAA) inspector, the airplane cut an approximately 25-foot swath through standing corn before coming to rest inverted. Examination of the propeller revealed that the two wooden blades had fractured in an aft direction. The Kinner R56-series radial engine was intact, with no obvious fuel leakage. The fuel tank, located just behind the firewall, was slightly collapsed with no fuel leakage evident. The fuel cap was on and tight, also with no leakage. After the airplane was moved while suspended upside down to an open access area, the fuel cap was removed and 6 to 8 ounces of fuel were recovered from the fuel tank in a clean white pail. The soil beneath the forward part of the wreckage contained a 6-inch diameter area, scooped to a minimal depth, with an odor of aviation fuel. The fuel filter bowl lower feed line fitting was removed, and less than 1 ounce of fuel was drained, while no fuel was found at the three-way selector valve.
Fuel System and Preflight
Both the front cockpit and rear cockpit fuel selector valve handles, which were mechanically connected, were found in the "MAIN ON" position. The front handle had paint transfers and scrapings consistent with being in that position at the time of the accident. Photographs confirmed the handles were in MAIN ON, with the front handle jammed by aft-displaced wreckage. The two other handle positions were "RES. ON" and "BOTH OFF." As found, the front handle could not have been moved from RES. ON to MAIN ON during ground impact. Fuel selector valve placards stated, "CAPACITY MAIN 21 GAL, RES. 3 GAL" and "ALWAYS TAKE OFF AND LAND WITH FUEL FEEDING FROM RESERVE." A fuel system diagram indicated that inside the fuel tank, a main line finger strainer allowed fuel to flow to the selector valve, and a lower reserve line finger strainer also allowed fuel flow via a separate line.
In an interview with FAA inspectors, the pilot indicated he had conducted a thorough preflight inspection and had ordered fuel from the local fixed base operator. Fuel was not available, so he decided to depart with what he determined was 12 gallons of fuel by looking into the tank with a flashlight. The ramp attendant reported that the pilot requested fuel about 0900, and about 0930 the passenger inquired about the delay. The attendant stated he was the only one on duty and would need 15 to 20 minutes. The passenger reported that the pilot did not choose to wait, and that the fuel tank was about half full. The passenger also stated that the pilot performed at least two engine run-ups and attempted two takeoffs before departing the airport. A police officer observed the airplane make two high-speed mid-field taxis from east to west between about 0930 and 0945, then taxi back for a takeoff in a westerly direction.
Additional Details
An FAA review of fuel purchases revealed that the pilot last filled the fuel tank on July 11, 2011, then flew from Sullivan County International Airport (MSV), Monticello, New York, to HTO, a straight line distance of about 120 nautical miles with an estimated time en route of about 1.5 hours. According to the airplane's Pilot's Flight Operating Instructions (PFOI), "allow 3.5 gallons for warm-up, take-off, a climb to 3,000 feet altitude." Takeoff power at sea level and full rich mixture utilized 17.0 gallons per hour, economical maximum power at full rich utilized 9.3 gallons per hour, and minimum specific power at best setting utilized 8.0 gallons per hour. The pilot indicated he used 10 gallons per hour for planning. Specific altitudes flown could not be determined, but passenger photographs appeared to be taken from between 1,000 and 2,000 feet.
After the factual report was published on October 25, 2011, the pilot contacted the NTSB with additional information. He noted that the fuel tank capacity sight gauge, a glass cylinder attached to the top of the tank in front of the windshield and labeled in 5-gallon increments from "E" to "24," had been broken off in the accident, which would have allowed drainage of remaining fuel when the airplane was upside down. The vented fuel cap would also have allowed fuel to drain. The pilot stated that the airplane had 12 gallons onboard at engine start, and 4 gallons were burned, leaving 8 gallons at the time of the accident. He clarified that after engine run-up, while attempting takeoff from runway 28, he aborted due to the engine "running rough after full power was applied," which he had never before experienced. He cleared the runway, performed another run-up with no anomalies, and took off. About 20 to 25 minutes later, when adding power for the go-around, the engine developed the same symptoms. After loss of power, the pilot stated he "checked the fuel selector in the reserve position, carb heat off, mags on, and air speed."
The passenger provided an additional statement on March 17, 2012. He noted that during preflight, the fuel sight gauge indicated fuel quantity between the 10- and 15-gallon marks. After an uneventful start and a 3- to 5-minute taxi, the pilot attempted a takeoff but noticed the engine "running rough" and powered down. A second takeoff was successful. The passenger reported engine start about 0945, takeoff about 0950, and about 1010 the engine began to malfunction. He looked at the fuel sight gauge, which then indicated a fuel level between the 5- and 10-gallon marks.
Weather Conditions
Weather observations at HTO at 0857 reported a temperature of 29°C (84°F) and dew point 23°C (73°F). At 1053, the temperature was 29°C and dew point 24°C (75°F). Comparing these values on an FAA carburetor icing probability chart indicated the probability of carburetor icing at glide and cruise power.