Accident
On July 17, 2018, about 0739 Pacific daylight time, a Ryan Navion B, registration N5329K, sustained substantial damage when it struck terrain shortly after departing from Truckee-Tahoe Airport (TRK) in Truckee, California. The private pilot and one passenger were fatally injured; another passenger was seriously injured. The aircraft was operated as a personal flight under Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed.
Approximately 20 minutes before departure, the pilot purchased 15 gallons of 100 low-lead aviation fuel, all of which was added to the right wing tank. About 2 minutes and 24 seconds after takeoff, the pilot reported a “power failure” to the tower controller and stated his intention to return. The controller cleared the pilot to land on any runway, but no further communications were received. The airplane came to rest about 1 nautical mile southeast of the departure end of runway 11.
A witness reported seeing the aircraft flying low and attempting a sharp turn back toward the airport, noting that the engine seemed to be “sputtering” before it lost altitude and glided into a creek. An airport operations supervisor observed an unusually steep climb, followed by a decrease in rate of climb, partial extension and retraction of the landing gear, and heard the pilot’s power loss report.
Pilot Information
The pilot, aged 70, held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. His personal flight records were not located, so total experience, recency, and time in the accident aircraft could not be determined. He held a third-class FAA medical certificate dated May 18, 2017, with 973 total flight hours and 8 hours in the previous 6 months. The certificate required glasses available for near vision.
Aircraft Information
The aircraft, serial number NAV-4-2229-B, was a single-engine, all-metal, semi-monocoque design with retractable landing gear, wing flaps, and a constant-speed propeller. Its most recent annual inspection occurred on April 6, 2017, at a tachometer time of 569.99 hours, total airframe time of 3,461.92 hours, and 564.72 hours since engine overhaul. The carburetor was overhauled on September 1, 2004. On February 2, 2008, the fuel selector was replaced per Navion Service Bulletin No. 101A. Airworthiness Directive 2008-05-14 was completed on February 1, 2009, per Navion Service Bulletin No. 106A.
The engine was a Lycoming GO-480-G1D6 six-cylinder, air-cooled, geared-drive, carburetor-equipped unit rated at 280 horsepower, which was not original to the airframe. No records of the engine installation were found, and no applicable Supplemental Type Certificates were identified in FAA databases.
Meteorological Information
At 0745, the Truckee-Tahoe Airport weather station reported calm wind, 10 miles visibility, light haze, clear sky, temperature 12°C, dew point 6°C, and an altimeter setting of 30.34 inches of mercury. The calculated density altitude was about 6,400 feet.
Wreckage and Impact
The main wreckage came to rest upright adjacent to a creek on a heading of about 315° magnetic at an elevation of 5,825 feet. Debris was contained within about 5 feet, with no visible debris path or impact marks. Both wings remained attached; the right wing exhibited leading edge crushing from the tip to about 30 inches inboard, with upward crushing near the root. The flaps and landing gear were in the retracted position. The left wing was mostly undamaged. The fuselage was intact but buckled just aft of the cabin. Control continuity was established from the cockpit to all flight control surfaces.
The engine was partially attached, bent downward 10–15°, with oil residue on the front. The propeller hub remained attached; one of three blades was separated, and all blades showed chordwise scratches. The engine sustained moderate impact damage to the underside, including the carburetor and exhaust system, but no evidence of pre-impact catastrophic mechanical malfunction or fire was observed.
Engine and Fuel System Examination
The engine-driven fuel pump and electric boost pump were removed and bench-tested; both operated normally. The fuel selector, located on the cockpit floor, was found in the OFF position. However, local fire department personnel reported turning the fuel off as part of their operational procedures; the position prior to that was not determined. The selector functioned normally when rotated by hand. Residual fuel samples tested negative for water contamination.
The crankshaft rotated freely, with thumb compression on all cylinders. Mechanical continuity was present throughout the rotating group, valve train, and accessory section. Spark plugs showed normal coloration. Magneto timing was set at 25° before top dead center, and both magnetos produced spark. The carburetor was displaced due to impact, with fracture surfaces consistent with overload. Internal diaphragms were ruptured, likely from impact. Fuel found in the carburetor tested negative for water. No mechanical malfunctions that would have precluded normal operation were identified.
Medical and Pathological Information
An autopsy conducted on July 18, 2018, attributed the pilot’s cause of death to multiple blunt injuries. Toxicology testing by the FAA Forensic Sciences Laboratory was negative for all substances tested.