Accident Overview
On February 6, 2023, at 1432 central standard time, an experimental amateur-built RV-6, registration N330PC, was substantially damaged in an accident near Milton, Florida. The airline transport pilot, who was the sole occupant, sustained serious injuries. The flight was conducted as a personal flight under 14 Code of Federal Regulations Part 91.
Flight History
The pilot reported that he was moving the airplane after its annual condition inspection. He performed a thorough preflight inspection, including fuel sampling (no contaminants), oil check (full at 8 quarts), and tire/brake inspection (new). The left fuel tank indicated about 7 gallons, and the right tank was nearly full. The preflight, engine start, run-up, and taxi were normal. The pilot set the fuel selector to the right tank before taxiing.
Shortly after takeoff, during the initial climb at about 300–400 ft mean sea level, the engine emitted a muffled, sucking backfire and experienced a total loss of power, confirmed by multiple eyewitnesses. The pilot pushed the nose over to maintain airspeed and broadcast a mayday call on the common traffic advisory frequency. During descent, the engine regained power briefly before impact. A video recording taken by a witness showed an increase in engine power several seconds before impact.
Impact and Postaccident Examination
The airplane struck the ground and a fuel truck before coming to rest. No post-impact fire occurred. The fuselage, tail section, and wings sustained substantial damage. The right wing was mostly intact, while the left wing was crushed. The right fuel tank remained intact with about 9 gallons of fluid consistent with 100LL aviation fuel, free of contaminants. The left fuel tank was breached but contained residual fuel.
Engine examination found no anomalous damage or pre-impact failures. The fuel selector was in the left position, and fuel consistent with 100LL was present in the engine-driven pump, fuel servo, and flow divider. The fuel strainer had minimal debris. Both fuel pumps operated normally. The servo and injectors showed no damage or obstructions. Throttle and mixture controls were attached. The propeller and flange were impact-separated, with torsional overload signatures and blade damage consistent with the impact.
Fuel System Findings
Examination revealed that the fuel pickups in both wing tanks were not installed according to the Van’s Aircraft RV-6 plans. The plans specify routing the pickups downward toward the tank bottom, then bending toward the aft bulkhead. On the accident airplane, the pickups were routed downward but then bent forward toward the leading edge. The kit manufacturer stated that this configuration would greatly increase the amount of unusable fuel. The pilot, the third owner, reported no documentation of unusable fuel quantity, only a total capacity of 38 gallons. The investigation could not determine the exact unusable fuel amount because the selected tank was compromised in the accident.
Additionally, a review of maintenance records showed that service bulletin SB 06-2-23 and a service notification letter from June 12, 2000, relating to fuel pickups, had not been complied with. The FAA has noted that service bulletins are advisory for Part 91 operations unless included in an Airworthiness Directive; no such AD exists for the RV-6.
Conclusions
The incident underscores the importance of proper fuel pickup installation and adherence to manufacturer guidelines. The incorrect routing likely resulted in fuel starvation, leading to the loss of engine power.