Accident Overview
On January 10, 2016, about 1135 Pacific standard time, an experimental amateur-built Moore Onex, registration N1950J, experienced a loss of engine power shortly after takeoff from Fresno Chandler Executive Airport (FCH), Fresno, California. The commercial pilot, the sole occupant, was fatally injured. The airplane sustained substantial damage during the forced landing. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed and no flight plan was filed.
Flight Details
Airport security camera video showed the airplane taxi to the run-up area at 11:24 to prepare for its initial flight test. At 11:34, the airplane departed from runway 29 and climbed normally to about 200 feet above ground level. Another video from a witness near the taxiway captured the engine failure, with audio indicating a smooth and complete engine shutdown over about 1.5 seconds. According to the pilot, he initiated a descending left turn to avoid an airport fence. Multiple witnesses observed the airplane enter a steep left bank and pitch down rapidly before impacting terrain in a nose-down, left-wing-low attitude.
Data from a Garmin GPS 296 showed the flight lasted about 46 seconds. During the final 13 seconds, airspeed dropped continuously from 72 knots, and the airplane began descending. About the last 7 seconds, a left turn off the runway centerline led to the accident site. Recording stopped at 11:35.
Postaccident Examination
The airplane came to rest upright, nearly 180° from the runway heading and 800 ft from the runway threshold. Ground scars and damage were consistent with a nose-down, left-bank impact. The engine was partially attached to the airframe and found to be seized.
Engine Examination
Disassembly of the experimental engine revealed about 24 ounces of oil drained from the sump. The oil screen was clear of metal contamination. The center main bearing was galled but not seized to the crankshaft journal. The force one main bearing was seized to the crankshaft. According to the Airframe & Powerplant mechanic and FAA inspector, improper indexing of the force one main bearing to the crankcase caused complete misalignment of the oil passages, blocking the oil transfer hole and preventing oil flow to the bearing. Circular impressions on the bearing and crankcase were consistent with this misalignment, where the oil feed hole was inadvertently used as the dowel pin hole. The engine assembly manual includes a warning: "Be careful not to mistake the oil feed hole for the dowel pin hole!"