Accident Overview
On October 6, 2020, at approximately 1530 eastern daylight time, an experimental amateur-built Velocity Elite RG, registration N78BM, was substantially damaged during a forced landing near Lady Lake, Florida. The airline transport pilot, who was the sole occupant, sustained minor injuries. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal flight.
Pilot Report
The pilot reported departing Gainesville Regional Airport (GNV), Gainesville, Florida, with 31 gallons of fuel on an instrument flight rules flight to Executive Airport (ORL), Orlando, Florida. About 20 minutes into the flight, while cruising at 7,000 ft mean sea level (msl), the pilot descended to 3,000 ft msl to fly below some convective cloud buildup. Approximately 1 to 2 minutes after leveling at 3,000 ft msl, the engine lost all power without any unusual sounds. The pilot confirmed adequate fuel and that the mixture and throttle controls were in the correct positions, but was unable to restart the engine. With air traffic control assistance, he attempted to glide to Leesburg International Airport (LEE), Leesburg, Florida, but realized the airplane would not glide the full distance. He performed a forced landing in a field, where the airplane struck a fence before coming to rest upright. The wings and fuselage sustained substantial damage.
Aircraft Information
The airplane, an experimental amateur-built Velocity Elite RG, was assembled in 1997 and equipped with a Franklin engine manufactured that same year. At the time of the accident, the airframe and engine had accumulated about 467 hours since new. The airplane was involved in a prior rejected takeoff accident on January 14, 2020 (NTSB accident number ERA20LA077). The most recent condition inspection was completed at the kit manufacturer facility on September 26, 2020. The airplane flew about 1.7 hours between that inspection and the October 2020 accident.
Wreckage Examination
Examination at a recovery facility revealed no anomalies in the engine's continuity or components. The propeller was rotated by hand, confirming continuity of the crankshaft, camshaft, and valve train to the rear accessory section. Top spark plugs were removed; some corrosion was noted, but thumb compression was attained on all cylinders. About 6 ounces of fluid consistent with water were recovered from the fuel pickup, though the fuel tanks were breached and the airplane sat outside before examination. Another 6 ounces of light blue, clear fluid with an odor consistent with 100 low-lead aviation gasoline were recovered from the carburetor. The carburetor accelerator pump was actuated by hand; the carburetor was clean, intact, and without anomalies. The airbox and screen were free of obstructions, as was the air intake. Both magnetos produced spark at all leads and timed correctly. A borescope examination of the cylinders revealed no anomalies.
Engine Monitor Data
A Grand Rapids Technologies EIS 6000 engine monitor was recovered and sent to the NTSB Vehicle Recorders Laboratory. Data review showed that the monitor only stored duration and total engine time from the previous flight; no data from the accident flight were recovered.