Accident Overview
On February 28, 2016, at 1337 eastern standard time, a Czech Aircraft Works SPOL SRO - SportsCruiser, registration N187SF, made a forced landing after a total loss of engine power while on takeoff from DeKalb-Peachtree Airport (PDK) in Atlanta, Georgia. The airplane sustained substantial damage, but the private pilot and owner was not injured. Visual meteorological conditions existed at the time, and no flight plan was filed for the personal flight conducted under 14 Code of Federal Regulations Part 91. The flight was originating at the time of the accident.
Pilot Actions and Flight Events
The pilot reported that it was his first flight of the day. He performed a thorough preflight inspection before starting the engine and allowed it to warm up to normal operating temperature before taxiing. An engine run-up showed no anomalies. Both fuel tanks were full with about 15 gallons of auto-gas, the fuel selector was on the left tank, and the fuel pump was on. During takeoff from runway 21R, the engine lost power. The pilot switched fuel tanks, but the engine did not restart. After declaring an emergency, he attempted to land on runway 3R but touched down about 300 feet southeast of the runway on grass. The landing gear collapsed, and the airplane slid and spun 180 degrees before stopping.
Engine and Fuel System Examination
The airplane was equipped with a Dynon Skyview display. Downloaded engine performance data showed an interruption in fuel flow to the engine about 12.5 minutes after data recording began, approximately 2 minutes before recording ceased. A postaccident examination revealed substantial damage to the fuselage, both wings, the firewall, and an engine mount. The Rotax 912 ULS engine remained attached; two of three propeller blades were broken at the hub. Both carburetors were displaced, and the gascolator bowl was shifted. Float bowls contained a small amount of fuel and contamination consistent with a small particle of fuel line. No mechanical anomalies were noted with the carburetors. Spark plugs were removed, and continuity and compression checks via manual propeller rotation revealed no mechanical issues. The engine was test-run after cutting the remaining propeller blade and connecting the fuel pump inlet line to a fresh fuel container. The engine ran continuously for several minutes up to 5,700 RPM (maximum 5,800 RPM) with fuel pressure of 5.8 PSI, within normal range. No mechanical deficiencies that would have precluded normal operation at the time of impact were observed.
Examination of the fuel system disclosed that the airplane lacked a mandatory fuel return line required by the Rotax 912ULS installation instructions. An amendment to the installation manual dated August 1, 2012, made the fuel return line mandatory. The manual stated that the return line prevents malfunctions caused by vapor lock and that installation of a fuel return line is mandatory. No fuel return line or restrictor regulator was installed on the accident airplane per Rotax instructions.
Maintenance and Manufacturing History
The accident engine was manufactured in January 2012 and was not the original engine on the airplane. Maintenance logs indicated it was installed by a repair station in December 2013. The pilot purchased the airplane in 2014 with the engine already installed and was unaware that the mandatory fuel return line was absent. The Airframe Maintenance Manual depicted a fuel system design with a fuel return line, but the airplane was manufactured in 2008. According to the airframe manufacturer, no Czech SportCruiser built before 2010 had a fuel return line. The fuel return line became mandatory by Rotax for engines installed after August 1, 2012. The airframe manufacturer made the return line standard in September 2010 via design modification S-K-0084 and updated the manual in January 2011. The manufacturer reported that 94 airplanes were produced for the US market without a fuel return line, with no prior reports of engine problems or shutdowns.
Pilot Information
The pilot held a private pilot certificate for airplane single-engine land and instrument airplane. His last FAA third-class medical was issued on July 24, 2014. He reported a total of 1,117 flight hours, with 56 hours in the same make and model as the accident airplane.
Weather
At 1255, the weather at the airport was visibility 10 miles, wind from 210 degrees at 10 knots gusting to 20 knots, and clear skies.