Accident Summary
On April 4, 2024, at 1537 eastern daylight time, an Evektor-Aerotechnik Harmony LSA, registration N469JA, was substantially damaged in an accident near Seffner, Florida. The pilot sustained minor injuries and the passenger was seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 positioning flight from Tampa Executive Airport (VDF) to Page Field Airport (FMY). This was the fourth flight since the aircraft had been reassembled after manufacturing, disassembly, and shipment.
The pilot reported a normal takeoff with no irregularities or alert messages from the engine monitoring system. About 5 minutes after departure, at an altitude of approximately 2,200 ft msl, the engine experienced a total loss of power. The pilot turned back toward the airport and attempted to restart the engine three times without success. After declaring an emergency to air traffic control, the pilot deployed the whole airframe parachute system at 800 ft. The system operated normally, but during the descent, the airplane impacted a tree, became inverted, and then struck the ground in a residential area.
Postaccident Examination
Examination at the accident site revealed substantial damage to the fuselage and both wings. The fuel pump assembly outlet fuel line leading to the four-way fuel distributor was found disconnected at the distributor fitting, leaking fuel. First responders capped the line to stop the leak. The fuel selector was in the "LEFT" tank position. Fuel was drained from both tanks; sufficient fuel existed in either tank for engine operation.
The airplane was recovered for detailed inspection. Flight control continuity for elevator and rudder was established; aileron and flap continuity was confirmed through breaks consistent with recovery cuts. The flap handle was in the retracted position.
Engine and Fuel System Examination
Before an engine test run, low pressure air was blown through both wing fuel outlet and return lines, which were clear of obstructions. The disconnected fuel line from the fuel pump to the four-way distributor showed no impact damage. The crimp-style hose clamp was secured to the hose but appeared to have more hose extending beyond the clamp compared to other connected lines. The clamp was removed; the hose indentation indicated proper compression. The line was reinstalled with a new clamp.
A fuel system test demonstrated fuel flow from the left side to the left return with the selector in "LEFT," and from the right side with the selector in "RIGHT." No leaks occurred. The engine ignition system was undamaged, leads were secure, cooling system was correct, and no coolant or oil leaks were present. The air filter was clean.
The three-blade, fixed-pitch composite propeller remained attached; one blade was broken about 6 inches from the hub. All blades were cut at the hub to facilitate an engine run. When started with a connected fuel tank and selector at "LEFT," the engine ran normally at all rpm settings above idle. At idle, it stumbled and lost power, consistent with running without a propeller load.
The manufacturer provided photographs of the engine installation before shipment. Comparison showed a zip tie had been installed between two fuel lines, and safety wire securing a fire sleeve to another fuel line was missing.
Data Review
The Garmin display unit recorded engine and flight parameters. The accident flight recording began at 1504:16 and ended at 1522:15. Until 1519:43, engine data showed normal rpm, manifold pressure, fuel pressure, fuel flow, coolant temperature, and EGT. Between 1519:43 and 1519:49, rpm, fuel pressure, and fuel flow dropped rapidly, consistent with power loss. Subsequently, all EGTs dropped synchronously. At 1519:54, a brief rpm spike to 350 occurred, followed by three more spikes, but fuel pressure and flow did not increase. Battery and bus voltage remained normal. At power loss, the left tank held 11 gallons and the right tank 8 gallons.