# NTSB ATL02LA129: Eames Acro Sport, N16SE, Burlington, NC, June 22, 2002 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: June 22, 2002, 14:30 local (18:30 UTC) - Place: Burlington, NC - Coordinates: 36.04861, -79.474723 - Nearby events: https://openairdocs.org/map.md?lat=36.0486&lon=-79.4747&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Minor injuries - Injuries: 1 minor - Status: Completed, report April 18, 2003 - Report: Approved by Office Director - Parties: Greensboro FSDO - NTSB case key (mKey): 55040 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ATL02LA129 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/55040/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=55040 - Page: https://openairdocs.org/ntsb/ATL02LA129 ## Probable cause A total loss of engine power due to fuel starvation. This resulted in a forced landing and subsequent hard landing while maneuvering around trees. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power, cruise - fuel system - starvation (cause) - Forced landing, descent - emergency - Hard landing, landing - flare/touchdown - terrain condition - ground ## Analysis The airplane experienced a total loss of engine power in cruise flight at 2,500 feet. Attempts to restart the engine were unsuccessful. The pilot initiated a forced landing to an open field and had to turn sharply to avoid an in flight collision with trees. The airplane collided with the ground hard and collapsed the landing gear. Examination of the fuel system revealed the fuel pick up tubes in both fuel tanks were not fully submerged resulting in fuel starvation. ## Factual narrative On June 22, 2002, at 1430 eastern daylight time, an Eames Acro Sport experimental airplane, N16SE, owned by and registered to the commercial pilot collided with the ground during a forced landing near Burlington, North Carolina. The personal flight was operated under the provisions of Title 14 CFR Part 91, and no flight plan was filed. Visual meteorological conditions prevailed at the time of the accident. The commercial pilot received minor injuries, and the airplane was substantially damaged. The flight departed Blue Ridge Airport in Martinsville, Virginia at 1400. According to the pilot, no abnormalities with the airplane were noted until approximately 30 minutes into the flight. During cruise flight at 2,500 feet MSL, the pilot noted a loss of engine power. At that time, the fuel pressure gauge read less than 5 psi (normal pressure is 15 psi). The engine temporarily regained power and the fuel pressure gauge read 10-12 psi. Immediately after, the gauge again dropped below 5 psi followed by a total loss of engine power. Attempts by the pilot to regain fuel pressure by use of the wobble pump were unsuccessful. At 200 feet AGL, the pilot elected to execute a forced landing into an open field. The pilot stated that he had to turn sharply to avoid trees, resulting in a hard landing. The landing gear collapsed during the touchdown and landing roll. Examination of the airplane revealed impact damage to the propeller, landing gear, wings, undercarriage, engine, and flight controls. A functionality check of the engine was attempted on the ground post-accident. Attempts to build fuel pressure at the fuel pump were unsuccessful, and the fuel pressure gauges continued to indicate a lack of fuel pressure. Further examination of the airplane by a airframe & powerplant mechanic revealed that the level of fuel in both tanks was below the fuel pick up tubes. The pick up tubes were not fully submerged in the remaining fuel of both tanks. The fuselage access panel was removed to gain access to fuel line connections and fuel lines of both fuel tanks. There was no damage to the fuel tanks or associated fuel lines. There was also no evidence of fuel leakage as a result of the forced landing. The fuel caps are un-vented and were fitted tightly in the fuel tanks. The mechanical fuel pump was removed and functioned normally when activated by hand. The fuel selector valve was switched to the main tank position and the manual vane pump was activated, the pump functioned and pumped fuel to the filter housing. The fuel selector was positioned to auxiliary and the manual vane pump functioned normally. The fuel filter housing was removed and the filter was checked for contamination. The filter was not obstructed and did not contain any contaminates that would inhibit fuel flow. ## Aircraft - Registration: [N16SE](https://openairdocs.org/deregistered/N16SE-2005-03-24), registration cancelled 2005-03-24, S/N 2329, built 1978 (OpenAirDocs) - Reported make and model: Eames Acro Sport - Registry model: [Eames ACRO SPORT](https://openairdocs.org/model/eames-acro-sport) (registry code 0564650) (OpenAirDocs) - Registry engine: [Lycoming O&VO-360 series](https://openairdocs.org/engine/lycoming-o-vo-360-series) (registry code 41514, reciprocating) (OpenAirDocs) - Category: Airplane, amateur-built - Serial number: 2329 - Airframe hours: 319.7 - Engines: Lycoming O-360 A4a 180 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: L. Darrell Proctor - Airworthiness certificate: Special, Experimental (Special) - Last inspection: Annual, January 4, 2002, 15.6 hours before - Departed: KMTV, Martinsville, VA - Destination: K4W7, Mebane, NC ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 58; injuries: minor; commercial; airplane ratings: single-engine land; medical: class 3, valid medical--w/ waivers/lim; last flight review January 13, 2002; seat: single; flight hours: 2,000 total, 16 in this make and model, 2,000 as pilot in command, 18 in the last 90 days, 13 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 60° at 10 knots, gusting 14 - Visibility: 10 statute miles - Lowest ceiling: 6,000 ft overcast - Temperature: 81 °F, dew point 61 °F - Altimeter: 30.32 inHg - Observed at: GSO, 32 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20020622014149A](https://openairdocs.org/incident/20020622014149A), Jun 22, 2002: Amtr ACROSPORT, Burlington, NC, No damage. (-23) On June 22, 2002, at approximately 1430 EDT, a acro sport, registered to darrell proctor, [privacy data omitted] was piloted by darrell proctor. The… ## Other investigations on N16SE (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB ATL83LA268](https://openairdocs.org/ntsb/ATL83LA268), Jul 9, 1983: Eames Acro Sport (N16SE), Huntersville, NC, substantial damage ## Docket (13 files) The files NTSB released with the investigation on March 4, 2003, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=55040. 1.7 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 592 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40447803&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - FAA Inspector's Statement (item 2, .PDF, 22 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40175939&FileExtension=.PDF&FileName=FAA%20Inspector%27s%20Statement-Master.PDF - Photo 1 - Cockpit (item 3, .PDF, 71 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40175940&FileExtension=.PDF&FileName=Photo%201%20-%20Cockpit-Master.PDF - Photo 2 - Cowling & Propeller Damage (item 4, .PDF, 124 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40175941&FileExtension=.PDF&FileName=Photo%202%20-%20Cowling%20%26%20Propeller%20Damage-Master.PDF - Photo 3 - Horizontal & Vertical Stabilizer (item 5, .PDF, 69 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40175942&FileExtension=.PDF&FileName=Photo%203%20-%20Horizontal%20%26%20Vertical%20Stabilizer-Master.PDF - Photo 4 - Structural Damage - Front View (item 6, .PDF, 128 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40175943&FileExtension=.PDF&FileName=Photo%204%20-%20Structural%20Damage%20-%20Front%20View-Master.PDF - Photo 5 - Structural Damage - Full Front View (item 7, .PDF, 121 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40175946&FileExtension=.PDF&FileName=Photo%205%20-%20Structural%20Damage%20-%20Full%20Front%20View-Master.PDF - Photo 6 - Structural Damage - Left Side View (item 8, .PDF, 86 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40175947&FileExtension=.PDF&FileName=Photo%206%20-%20Structural%20Damage%20-%20Left%20Side%20View-Master.PDF - Photo 7 - Structural Damager - Right Side View (item 9, .PDF, 119 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40175948&FileExtension=.PDF&FileName=Photo%207%20-%20Structural%20Damager%20-%20Right%20Side%20View-Master.PDF - Photo 8 - Tail Section (item 10, .PDF, 95 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40175949&FileExtension=.PDF&FileName=Photo%208%20-%20Tail%20Section-Master.PDF - Photo 9 - Wing Damage - Left Side (item 11, .PDF, 104 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40175950&FileExtension=.PDF&FileName=Photo%209%20-%20Wing%20Damage%20-%20Left%20Side-Master.PDF - Photo 10 - Wing Damage - Right Side (item 12, .PDF, 107 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40175951&FileExtension=.PDF&FileName=Photo%2010%20-%20Wing%20Damage%20-%20Right%20Side-Master.PDF - Photo 11 - Wing Root, Right Side (item 13, .PDF, 84 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40175952&FileExtension=.PDF&FileName=Photo%2011%20-%20Wing%20Root,%20Right%20Side-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.