History of Flight
On December 17, 2017, at approximately 0956 Pacific standard time, a North American Navion airplane, registration N8884H, experienced a sudden loss of power during takeoff from Gillespie Field Airport (SEE) in San Diego/El Cajon, California. The pilot, a private pilot, along with a pilot-rated passenger and another passenger, were on a cross-country flight destined for John Wayne-Orange County Airport (SNA) in Santa Ana, California. Visual meteorological conditions prevailed, and no flight plan was filed.
The pilot reported that he and the same two passengers had flown earlier that day from SNA to SEE without incident. After stopping for breakfast, they departed from runway 27R. The pilot noted a normal takeoff, retraction of landing gear and flaps, and a standard climb at 100 mph. At approximately 400 ft above ground level, the engine experienced a sudden and complete loss of power. The pilot immediately pitched the nose down and checked the engine controls, which all appeared correctly set. He did not manipulate the fuel selector handle after the power loss, though he reported checking it three times during preflight, each time confirming it was in the 'main' position.
Unable to return to the airport after banking left, the pilot initiated a forced off-airport landing. He lowered the landing gear and flaps and selected a parking lot about 1/3 mile south of SEE. The airplane landed hard and came to rest on an embankment near a fence. After the occupants egressed, a postimpact fire ensued.
The engine had been recently overhauled and installed in August 2017, according to the pilot.
Aircraft Information
The four-seat, low-wing, retractable tricycle-gear airplane was manufactured in 1947. It was powered by a Continental IO-520B, 285-horsepower engine equipped with a constant-speed McCauley propeller. The last annual inspection was completed on December 1, 2016, and a 100-hour inspection was completed on September 28, 2017, at which time the engine was removed, field-overhauled, and reinstalled. At that point, the airframe had about 1,963 total hours, and the engine had 721 hours since remanufacture. The airplane had operated for approximately 35 hours since the last inspection.
According to maintenance records, the airplane had been in storage from 1985 until April 30, 2008. On June 5, 2008, a one-time inspection of the entire fuel system and repetitive functional tests of certain fuel selector valves were conducted as per Airworthiness Directive 2008-05-14, which aimed to detect fuel system leaks or improper operating fuel selector valves. During that inspection, Brittan wing tip tanks and the IO-520B engine were installed, and a new Osborne fuel valve 4090 (fuel selector valve) was installed.
Meteorological Information
Automated weather observation data at SEE at 0947 indicated calm wind, visibility 10 miles, temperature 14°C, dew point 6°C, and an altimeter setting of 29.91 inches of mercury.
Wreckage and Impact
The wreckage was located in a warehouse parking lot 1/3 mile south of the departure end of runway 27R. It came to rest on an embankment near a fence. The cabin area, inboard wing areas, and forward fuselage were largely consumed by the postimpact fire.
An examination of the recovered airframe and engine was conducted by the NTSB investigator-in-charge and a representative from Continental Motors Group. Impact damage was evident to both wings and the forward fuselage. The left wing tip tank separated and had impact damage; the right tip tank remained attached but showed thermal and impact damage.
The fuel selector valve and fuel strainer had thermal damage but remained attached. The fuel selector valve handle was secured and set to the main tank position. The surrounding structure was thermally damaged; the mounting plate below the handle was deformed upward, capturing the handle in position. The valve was removed and disassembled; all fuel line b-nuts were found tight. Melted plastic material was found in the selector valve cavity. The fuel strainer had thermal discoloration; the screen was intact with no debris, and the bowl's rubber seal had thermal damage. Fuel transfer lines and surrounding structure aft of the main tank areas had thermal damage and missing material. The main tanks, header tank, and baggage tank were removed; all fuel line b-nuts were tight. The main tanks showed a 'pillowing' signature consistent with fuel presence during the accident sequence. The electric-driven pump was not found; surrounding structure and lines were mostly consumed by fire. The baggage tank fuel cap was not found.
The propeller assembly remained attached and had similar curling at each blade tip, with multidirectional scoring and scratches on cambered faces. The propeller spinner was crushed at the tip. The engine had thermal discoloration on the top side and thermal damage to the sump area, induction tubes, and accessory section. Upper spark plugs had light deposits consistent with normal operation and normal-worn out electrodes. Magnetos had thermal discoloration but produced spark. The crankshaft was rotated by hand; engine gear and valve continuity were confirmed, and cylinder thumb compressions were attained on all cylinders.
The engine-driven fuel pump was disassembled; the drive coupler was intact with no anomalies. Fuel injectors were clear of debris. The fuel control valve and throttle body had significant impact and thermal damage. The throttle control rod end remained secured but could slide about ½ inch along the attaching bolt. The fuel manifold valve had thermal discoloration; the inlet screen had light debris, the diaphragm was undamaged, and thermal discoloration was visible in the chamber. The plunger's internal parts (collar, valve, spring) had separated and were found in the plunger cavity, consistent with thermal exposure from the postimpact fire.
The postaccident examination revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation.