Incident Overview
On August 10, 2014, at approximately 1123 eastern daylight time, a Van's RV6A aircraft, registration N214MJ, was substantially damaged during a precautionary landing at Palm Beach County Park Airport (LNA) in West Palm Beach, Florida. The private pilot, who was the sole occupant, sustained minor injuries. The flight was operated under 14 CFR Part 91 without a filed flight plan, and visual meteorological conditions prevailed. The flight originated at Kissimmee Airport (ISM) and was destined for North Perry Airport (HWO) in Pembroke Pines, Florida.
Sequence of Events
According to the pilot, ground operations, takeoff, and departure were normal. Approximately 20 minutes into the flight, at an altitude of 5,500 feet mean sea level, the engine began intermittently "missing," with the irregularity occurring about every minute and lasting roughly one second each time. The pilot reported the issue to air traffic control and was provided with alternate airport information and flight following. He then climbed to 10,000 feet to assess the situation. During this climb, he switched fuel tanks, checked the magnetos, adjusted the mixture, and cycled the propeller. Engine instruments indicated 1,300 rpm and 22 inches of manifold pressure.
After discussing the situation with ATC, the pilot decided to divert to LNA, approximately 13 miles south-southeast. He set up for an approach to runway 27. Crossing the runway threshold at about 25 feet and 110 knots, he was unable to slow the aircraft to a safe landing speed and attempted a go-around. The engine "appeared to rev up" but provided little power. He discontinued the go-around and landed straight ahead. The aircraft departed the runway at its end, and the pilot applied rudder and aileron controls to avoid the perimeter fence. The airplane flipped over and came to rest inverted.
Wreckage Examination
An FAA inspector examined the wreckage at the accident site and confirmed substantial damage to both wings and extensive damage to the fuselage. The aircraft was equipped with a Dynon EFIS-D6 (D6) uncertified electronic flight information system (EFIS). The D6 was removed and sent to the NTSB Vehicle Recorders Laboratory in Washington, DC for potential flight and engine data retrieval. However, the D6 lacked log file capability and did not record or store parameters. The only retrievable information was the last input altimeter setting (30.08 inches).
At a wreckage storage facility, an NTSB Senior Air Safety Investigator examined the wreckage. The cockpit review revealed the fuel selector positioned to the right main fuel tank; the mixture and propeller levers were full forward, and the throttle lever was retarded. The mixture and throttle linkages remained attached to the fuel metering unit. No obstructions were found in the air intake. Top spark plugs were removed; their electrodes were intact with coloration consistent with a rich mixture. Valve covers were removed, and oil was present throughout the engine. Hand rotation of the propeller confirmed continuity of the camshaft, crankshaft, and valve train, and thumb compression was attained on all cylinders. Several drops of fuel recovered from the fuel line to the fuel metering unit were clear and consistent with 100 low-lead aviation gasoline. The fuel screen in the fuel metering unit was free of contamination. Approximately 10 gallons of fuel drained from the wreckage were clear, blue, and tested negative for moisture with water-finding paste.