History of Flight
On May 31, 2014, about 1620 Pacific daylight time, a single-engine experimental Nebert Vans RV-10, N62DN, experienced a loss of power and departed controlled flight while maneuvering for a forced landing in Toledo, Oregon. The airplane was substantially damaged. The private pilot and a four-year-old passenger were fatally injured; the adult passenger sustained serious injuries. The airplane was registered to and operated by the pilot under 14 CFR Part 91. The personal cross-country flight departed Newport Municipal Airport, Oregon, destined for Seattle, Washington. Visual meteorological conditions prevailed; no flight plan was filed.
Numerous witnesses in Toledo observed the airplane flying at low altitude from the north. They reported hearing no engine sound and saw it progressively descend. The airplane approached the Georgia Pacific paper mill, made a steep left turn, then rapidly descended and impacted terrain in a nose-low, near-vertical attitude.
The surviving passenger recalled that she was in the aft right seat; her daughter was in a car seat in the aft left seat. Luggage was strapped in the front right seat to compensate for aft weight. The departure seemed normal, and the pilot commented that the engine sounded better than it had in a while. The airplane climbed through cloud wisps and ascended above a lower cloud cover with an overcast layer above.
Suddenly, the engine experienced a total loss of power; the passenger described the airplane stopping forward motion with no engine sound. An alarm sounded, then all electrical systems failed. The display screen in front of the pilot flickered and went blank. The pilot pressed buttons and manipulated levers, stating they would land at the closest airport (Toledo State Airport). The airplane descended through clouds heading toward the airport. The pilot said they would make it and was looking for a place to land. An alert sounded, indicating slow speed. The pilot made a left turn and tried to pull up, but the airplane spiraled down harder to the ground.
Personnel Information
The pilot, age 51, held a private pilot certificate with single-engine land rating issued March 2008 and a Repairman Experimental Aircraft certificate. His most recent third-class medical was issued January 4, 2013, with no limitations. According to his logbook, he had about 785 total flight hours, of which about 375 were in the accident airplane. He flew mostly from Newport, his home base. He recorded 6.4 hours in the preceding 30 days over six flights. He was a member of the Experimental Aircraft Association since August 1991 and had numerous EAA technical counselor visits during the build.
Aircraft Information
The Vans RV-10 is an amateur-built experimental kit airplane. It is a low-wing, four-seat design with fixed tricycle landing gear and conventional flight controls. The accident airplane, serial number 40546, received a special airworthiness certificate in the experimental category in August 2010; the pilot purchased the kit in October 2009. It was equipped with a Lycoming O-540-B4B5 engine, rated at 235 shaft horsepower. The engine data tag labeled it as Lycoming O-540-B1AB, with vibropeened identification next to "B4B5."
Test flight hours were completed in September 2010. Logbooks indicated the pilot estimated the airplane's stalling speed in landing configuration (Vso) at 58 knots (weight 1,858 lbs, CG 108.5 inches aft of datum).
Fuel System Design
The fuel system was gravity-fed: fuel flowed from metal tanks in each wing's inboard section through a selector valve, then to a fuel filter, electric fuel pump, transducer, then through the firewall to the gascolator, then to the engine-driven fuel pump, and finally to the carburetor. The Van's Aircraft build manual (section 37) states: "When installing fluid fittings with pipe threads do not use Teflon tape. Use instead, fuel lube or equivalent pipe thread sealing paste."
Maintenance
The airplane had accumulated 375.4 total hours. The most recent condition inspection was completed by the pilot on October 4, 2013, 71.5 hours prior to the accident. The last maintenance recorded was an oil change and tightening of the left magneto on February 9, 2014, at 354.2 hours.
Photographs from the pilot's blog showed that during the original build, he did not install the fuel transducer. A friend (an FAA-certified mechanic) stated that about two to three weeks before the accident, the pilot installed the fuel transducer. The pilot commented that he had not installed it earlier because it required 7-9 inches of space from the filter, necessitating bending fuel lines. The pilot borrowed a flaring tool. The friend also observed that during a condition inspection earlier in the year, the pilot had used heavy applications of red/orange RTV silicone to seal everything, including the area around the airbox where it attaches to the carburetor. The friend mentioned this was improper.
Another friend stated the pilot installed the fuel transducer about one to two weeks before the accident, noting the unit lacked a bypass and the electrical wires were not connected.
Lycoming Manual
The engine's maintenance manual rates horsepower at 235 at 2,575 rpm. It recommends maintaining cylinder head temperature below 435°F during high-performance cruise, with a maximum of 500°F. Fuel pressure requirements are a minimum of 0.5 psi and maximum of 8 psi.
Meteorological Information
A routine aviation weather report (METAR) from Newport at 1635 reported an overcast cloud layer at 1,900 feet agl with 5 miles visibility. Temperature was 52°F; dew point 50°F.
Wreckage and Impact Information
The accident site was in a paper mill adjacent to the Yaquina River in Toledo, Oregon. Debris was confined to the immediate area. GPS coordinates of the main wreckage: 44°36'53"N, 123°56'14"W, elevation about 10 feet msl. The closest airport (Toledo State) was 0.7 nautical miles away on a heading of 192°. The wreckage came to rest on a dirt road perimeter of the mill, surrounded by stacked cardboard bales, railroad tracks with parked cars, and a large conveyor. Newport was 5.6 nautical miles away on a heading of 248°.
The main wreckage came to rest on a heading of 310°. The initial impact point was a ground scar about 25 feet from the cockpit on a heading of 220°, with red lens fragments and fiberglass consistent with left wing leading edge impact. Blue paint transfer marks on a pipe and woodpile indicated undercarriage contact. A 7-foot section of the inboard left wing leading edge was found in a ditch. Engine casing debris and the oil drain plug were found nearby.
Communications
No record exists of the pilot contacting any air traffic control tower or Common Traffic Advisory Frequency during the flight.
Medical and Pathological Information
The Lincoln County Medical Examiner performed autopsies on the pilot and passenger. The FAA Civil Aeromedical Institute conducted toxicological screening on the pilot; findings were negative for carbon monoxide and tested drugs.
Tests and Research
A detailed examination report is in the public docket.
Airframe
The cockpit area was open; the engine and firewall were twisted toward the right wing. Most of the upper cabin had broken free. The throttle, propeller, and mixture control levers were bent in the full-forward position. The right wing remained attached; its aft tip and lens fragments were found near a concrete divider. The right wing had uniform aft crush deformation with hydrodynamic leading edge characteristics. Control continuity was confirmed up to the cockpit crush.
The left wing remained attached; the left flap was creased upward at the center hinge; the left aileron was wedged under the cockpit. The leading edge had hydrodynamic deformation. Control continuity was confirmed.
The horizontal stabilizers and elevator remained intact with creasing; continuity was established. The vertical stabilizer and rudder were intact with a slight crease; rudder cables were continuous to the pedals. Elevator push-pull tube was continuous. Control sticks were attached and safetied.
Powerplant
The engine mount tubes were severed; the engine sustained crush damage to the bottom of the crankcase, mostly on the left side, with oil staining. Spark plugs had light ash white coloration (consistent with very lean operation). The right magneto produced spark on all posts; the left magneto was damaged and inoperable.
The crankshaft rotated freely in both directions; thumb compression was observed on all cylinders. Valve train operated in proper order with no pre-mishap malfunction. Clean oil was observed at rocker boxes. Mechanical continuity was established.
Combustion chambers were undamaged with no foreign object ingestion. Valves were intact. Chambers and valve faces had light ash white coloration; exhaust valve faces slightly darker. White residue/soot was present in the exhaust system.
The Hartzell propeller (model HC-C2YK-1BF) remained attached; mounting bolts showed no shear stress. Blades were straight with no evidence of rotational forces at impact. The propeller governor screen was clean.
Fuel System
The fuel selector handle pointed to "LEFT" tank, but a friend confirmed the handle was installed with reverse indication; the actual position was "OFF" (both lines shut). The selector was found in several pieces; no evidence the extender had been safetied.
The fuel filter screen was clean. The Facet electric fuel pump activated when powered. The FloScan 201 A-6 flow sensor (s/n 179922) was found; the fuel line from the pump to the transducer was separated. An approximate one-inch portion of line remained on the inlet side, crimped tightly. When pried open, an oval bead of red/orange RTV about 0.25 inches long was found. The manufacturer states the metering orifice is reamed to about 0.114-0.116 inches. RTV was present in the threads of both inlet and outlet fittings and the surrounding casing.
The gascolator cap was attached to the firewall; the metal bowl was found under the right wing, with no evidence of safetied attachment; the screen was clean. The engine-driven fuel pump was displaced; disassembly showed no internal malfunction or obstruction; the diaphragm was intact. Liquid collected tested negative for water.
The carburetor was broken from its forward mounts; the casing was broken, and plastic floats were in pieces.
Seats
All occupants had their lap and shoulder belts secured. The child passenger was in a Graco booster seat (model 1781044). The manufacturer states the seat is designed for automotive Federal Safety Standard 213, with a space envelope of 32 inches for the head and 36 inches for the knees. The manual prohibits usage in aircraft due to lack of shoulder harnesses.