Accident Details
On September 9, 2014, about 1500 central daylight time, an experimental amateur-built Nolin Vans RV-10 (registration N104HN) was substantially damaged during a forced landing while on approach to Ellington Airport (EFD) in Houston, Texas. The private pilot and a pilot-rated passenger were not injured. The airplane was operated by the pilot under 14 CFR Part 91 without a flight plan, and day visual meteorological conditions prevailed for the local flight test.
Flight History
The accident occurred during the airplane's second flight since receiving its experimental airworthiness certificate on July 1, 2014. The maiden flight, flown by another pilot, had been completed earlier that day. The pilot, flying the airplane for the first time, was assisted by the pilot who performed the maiden flight. The flight test included basic maneuvers, cockpit instrumentation calibration, and takeoff-and-landings at RWJ Airpark (54T) in Baytown, Texas, before returning to EFD.
Engine Power Loss Events
During the final landing at 54T, the engine experienced a total loss of power while at idle during the landing roll. After several unsuccessful restart attempts over 15–20 minutes, the pilot managed to restart the engine and depart for the return flight. En route, shortly after establishing communication with EFD tower, the airplane suffered another total loss of engine power about 3 miles east of the airport. With insufficient altitude to glide to the runway, the pilot conducted a forced landing to a vacant field. During the landing roll, the left main and nose landing gear collapsed, resulting in substantial damage to the left wing primary structure and the forward fuselage.
Weather and Postaccident Examination
At 1450, the EFD automated surface observing system reported wind 120 degrees at 6 knots, visibility 10 miles, scattered clouds at 4,000 feet, temperature 32°C, dew point 23°C, and altimeter setting 29.95 inches of mercury.
A postaccident examination by an aviation mechanic found no anomalies or obstructions in the fuel lines when compressed air was applied. The fuel selector operated properly. Internal engine and valve train continuity was confirmed, compression and suction were noted on all cylinders, and both magnetos produced spark when rotated by hand.
The airplane was equipped with a standard Bendix-style magneto/ignition switch (Off/Left/Right/Both/Start). Wiring between the cockpit switch and starting vibrator appeared correct. Each magneto had an additional wire connected to its P-lead terminal, which traced to a two-position cockpit switch labeled "Mag Drop Selector." This switch connected to a multi-pin connector and wire bundle. The bundle from the multi-pin connector had been cut by the pilot/owner after the accident, presumably to remove components before the airplane was sold. Consequently, the P-lead circuit path beyond the multi-pin connector could not be tested.
Examination Results
The postaccident examination revealed no evidence of a malfunction or failure that would have precluded normal engine operation. However, the damage to the electrical system (specifically the cut wiring) prevented a complete evaluation of the ignition system. It was not determined if an unintended ground path in the P-lead circuit could have rendered the magnetos inoperative.