Accident
On June 20, 2014, at about 1625 eastern daylight time, a Taylor J-2 (registration N16667) was involved in a forced landing after a partial loss of engine power. The aircraft impacted a tree in a residential area near William T. Piper Memorial Airport (LHV), Lock Haven, Pennsylvania. The commercial pilot, the sole occupant, was not injured. The aircraft sustained substantial damage to both wings. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight operating under Part 91.
According to the pilot, the flight had just departed and was in the traffic pattern. The engine suddenly lost partial power, and the airplane could not maintain altitude. Unable to return to the airport or land in a nearby river because of low altitude, the pilot attempted a landing in a clearing between houses. During the forced landing, the airplane struck a tree and came to rest in a 45-degree nose-down attitude in the tree.
An eyewitness reported that the airplane taxied to and departed from a turf runway, becoming airborne about 1,000 feet down the runway. About 100 feet above ground level, the airplane banked right and began a gradual descent. A faint smoke trail was observed trailing behind the airplane.
Pilot Information
The pilot, age 66, held a commercial pilot certificate with ratings for airplane single-engine land, multiengine land, instrument airplane, and a flight instructor certificate for single-engine land. He had a second-class medical certificate issued May 5, 2011. He reported 8,000 total flight hours, with 40 hours in the accident aircraft make and model.
Aircraft Information
The Taylor J-2 was manufactured in 1936 and powered by a 37-hp Continental A-40-3 engine (serial 756) driving an EVEREL 1-blade propeller installed on the day of the accident. The most recent annual inspection was completed on August 15, 2013, at which time the aircraft and engine had 244.1 total hours in service. A handwritten entry dated the accident day indicated 260:15 total hours. A supplemental type certificate dated August 30, 2009, authorized the use of Auto Fuel or 82 UL Avgas.
Engine maintenance records specified that valve guides and stems be lubricated every 5 hours and cleaned every 10 hours; however, no entry of such lubrication was found since the last inspection.
Meteorological Conditions
A weather observation from Williamsport Regional Airport (IPT), about 24 miles east of the accident location, at 1554 reported wind from 280 degrees at 6 knots, visibility 10 miles, clear skies, temperature 27°C, dew point 8°C, and altimeter 29.97 inches of mercury.
Airport Information
William T. Piper Memorial Airport did not have a control tower at the time. It had two runways: Runway 9L/27R (asphalt, 3,799 ft by 75 ft) and Runway 9R/27L (turf, 2,179 ft by 100 ft). The pilot and eyewitness indicated that Runway 9R was used. Airport elevation was 556 ft.
Wreckage and Engine Examination
An FAA inspector examined the aircraft. Both wings and the right wing strut were substantially damaged. Approximately 4 gallons of blue fluid, consistent with 100LL aviation fuel, were drained from the fuel tank and found free of debris and water. Similar fluid was found in the carburetor, also free of debris. The engine rotated by hand without restriction. Thumb compression was verified on cylinders 2, 3, and 4, but not on cylinder 1. Spark plugs were normal in color and not fouled.
On July 1, 2014, the engine was disassembled under FAA oversight. The cylinder 1 exhaust valve was found in the open position; manual rotation showed no valve train motion on that valve. The exhaust valve pushrod was separated from the valve. Further examination revealed the exhaust valve was stuck in its guide.
Additional Information
Teledyne Continental Motors Service Bulletin M77-3 addressed approved fuel grades and the potential for sticking valves when using 100LL aviation fuel in older engines. The bulletin noted that 100LL is an acceptable alternative but that tetraethyl lead in higher grade fuels can increase lead buildup and spark plug fouling, as well as valve erosion in some lower compression engines. Exhaust valve sticking could result from lead salt accumulation in the oil, potentially leading to an exhaust leak and localized cylinder head overheating. Regular oil changes and replacement of valves and guides with lead-tolerant units could reduce this condition. The bulletin also stated that automotive fuels may contain additives that form gum deposits and increase combustion chamber deposits, which could lead to detonation, pre-ignition, and sticking or eroded valves.
An FAA chart for carburetor icing conditions indicated that with the ambient temperature and dew point, serious icing at glide power was probable at the time of the accident.