20240302002409A

Description: on March 2, 2024, a Globe GC-1B was involved in an accident near Afton, Minnesota. Both occupants were fatally injured. The airframe impacted in a nose down attitude and sustained post impact fire. The empennage was mostly intact but separated from the fuselage. The left control stick was installed and intact. The right control stick was not installed. Control continuity was confirmed. The right horizontal stabilizer was bent upwards near its root, and the left horizontal stabilizer was bent downward near its root. All fuel tanks exhibited forward hydroforming damage and were ruptured. The right flap remained attached to the wing and the left flap was located about 10FT behind the left wing. The flap actuator was found to be in the flaps retracted position. Landing gear was in the retracted position. The instrument panel, instruments, and engine controls exhibited significant crush and thermal damage. All fuel tanks had impact damage and ruptured. The fuel selector was observed in a 10:30 position. Fuel staining was observed on the paved driveway ahead of the wreckage.

An engine exam was performed at a salvage facility. A factual report was written by the NTSB and contained the following information. The engine was attached to the engine mount and the mount sustained significant thermal and impact damage and was mostly separated from the firewall. The engine was removed from the airframe and hung from a hoist to facilitate the examination. The top spark plugs were removed, #1 and #3 were observed to be in normal, near new condition, #2 was carbon fouled, #4 was carbon fouled and the electrode was recessed into the porcelain. Thumb compression was not able to be obtained due to the crank rotation was limited to about 30°. Both magnetos, engine fuel pump, prop governor, oil sump, and fuel servo, exhibited significant thermal and impact damage and were not able to be tested. The throttle and mixture cables remained attached. The #3 fuel injector line was separated from the union cone at the flow divider. The exhaust and intake tubing exhibited significant impact crush damage. The crank flange was bent and partia

An engine exam was performed at a salvage facility. The engine was attached to the engine mount and the mount sustained significant thermal and impact damage and was mostly separated from the firewall. The engine was removed from the airframe and hung from a hoist to facilitate the examination. The top spark plugs were removed, #1 and #3 were observed to be in normal, near new condition, #2 was carbon fouled, #4 was carbon fouled and the electrode was recessed into the porcelain. Thumb compression was not able to be obtained due to the crank rotation was limited to about 30°. Both magnetos, engine fuel pump, prop governor, oil sump, and fuel servo, exhibited significant thermal and impact damage and were not able to be tested. The throttle and mixture cables remained attached. The #3 fuel injector line was separated from the union cone at the flow divider. The exhaust and intake tubing exhibited significant impact crush damage. The crank flange was bent and partially separated from the crankshaft due to impact. The flange with propeller attached was cut from the shaft investigators to facilitate disassembly of the engine. The engine was disassembled by investigators. The camshaft was manually rotated and it and the valve train was unremarkable. The cylinders were unremarkable. The fuel injectors were unremarkable. The oil pump contained multiple fragments of a soft solder like metal, no scoring was noted. The oil pressure screen was clean from debris, and its seam was split open and missing solder. The oil suction screen was observed to be free from debris. The #2 (center) main bearing exhibited abnormal wear and radial scoring. The crankshaft was bent at the #1 and #2 rod journals, and the #1 rod only had about 40° of rotation. The case at #2 bearing support exhibited significant scoring on the forward