# NTSB CEN22LA361: Vans RV-10, N255CP, Hurst, IL, August 3, 2022 - Type: NTSB accident investigation - Classification: Accident · No injuries · Class 3 · Limited · Final report - Date: August 3, 2022, 10:10 local (15:10 UTC) - Place: Hurst, IL - Coordinates: 37.81808, -89.152368 - Nearby events: https://openairdocs.org/map.md?lat=37.8181&lon=-89.1524&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Defining event: [Maneuvering: Unknown or undetermined](https://openairdocs.org/ntsb-events/000) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Central Region - Parties: Federal Aviation Administration - NTSB case key (mKey): 105668 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN22LA361 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/105668/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=105668 - Page: https://openairdocs.org/ntsb/CEN22LA361 ## Probable cause A loss of engine power for reasons that could not be determined. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Not determined](https://openairdocs.org/ntsb-findings/05000000): Not determined › Not determined · Unknown/Not determined (probable cause); cases with it: [C M Stuhrenberg/P C Polete VANS RV-10, 1 case](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=05633LS), [All aircraft, 2,247 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Maneuvering: Unknown or undetermined](https://openairdocs.org/ntsb-events/000) (defining event); cases with it: [C M Stuhrenberg/P C Polete VANS RV-10, 1 case](https://openairdocs.org/ntsb-events/000/sequence.md?model=05633LS), [All aircraft, 1,703 cases](https://openairdocs.org/ntsb-events/000/sequence.md) ## Analysis About a year before the accident, the pilot replaced the carburetor as a troubleshooting effort because the airplane had sustained previous loss of engine power events that he attributed to carburetor icing. About two weeks before the accident, the pilot completed an annual inspection and engine condition inspection. Before the post-maintenance test flight, he completed an engine ground run with no anomalies noted. After takeoff, he climbed the airplane to 8,100 ft above ground level (agl), flew for a few minutes and confirmed that all instruments showed normal indications. The pilot reduced engine power and started a slow descent to 2,600 ft agl. When he leveled the airplane and advanced the throttle the engine ran rough, so he applied carburetor heat and turned on the fuel boost pump, but the engine roughness did not improve. The pilot maneuvered for an emergency landing and landed hard in a bean field. The airplane sustained substantial damage to the engine mounts and fuselage. After the accident, the left fuel tank contained 9 gallons of fuel and the right tank contained about 19 gallons of fuel. The carburetor bowl also contained fuel. The pilot stated that the airplane had not been flown for about a year and that the fuel in the fuel tanks at the time of the accident was the same fuel from a year ago. Neither the engine nor the airplane was made available for a detailed examination. The recorded engine data did not reveal a reason for the loss of engine power. It is possible that the loss of engine power was due to carburetor icing that could not be completely alleviated with the use of carburetor heat. The reason for the loss of engine power could not be determined. ## Factual narrative On August 3, 2022, about 1010 central daylight time, a Vans RV-10 airplane, N255CP, was substantially damaged when it was involved in an accident near Hurst, Illinois. The pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 post-maintenance test flight. The pilot, who was also the airplane owner, reported that he finished an annual inspection and engine condition inspection about two weeks earlier, on July 20, 2022, and intended to complete a test flight before the airplane was sold. He completed an extensive engine ground run with no anomalies noted. After takeoff, he climbed the airplane to 8,500 ft mean sea level (msl) (about 8,100 ft agl), flew for a few minutes and confirmed that all instruments showed normal indications. He reduced engine power and started a slow descent to 3,000 ft msl (2,600 ft agl). When he leveled the airplane and advanced the throttle, “the engine started running rough,” so he applied carburetor heat and turned on the fuel boost pump, but the engine roughness did not improve. He maneuvered for an emergency landing but was unable to glide to the nearby grass strip. The airplane landed hard in a bean field and came to rest upright. The pilot stated that after the accident, the left fuel tank contained 9 gallons of fuel and the right tank contained about 19 gallons of fuel. The carburetor bowl also contained fuel. The responding Federal Aviation Administration (FAA) inspectors reported that the airplane sustained substantial damage to the engine mounts and fuselage. Before the FAA was notified of the accident and could examine the airplane, the pilot had already recovered the airplane to a hangar, removed the engine cowling, drained the fuel tanks, checked the carburetor bowl, and pulled the ignition leads and spark plugs. The FAA inspectors interviewed the pilot, who stated that he could not remember exactly when the engine stopped running, but that the propeller stopped rotating about 300 ft agl and that he did not shut down the engine. The pilot stated that the airplane had not been flown for about a year and that the fuel in the fuel tanks was the fuel that had been in it when it was flown last. A new carburetor was installed in June 2021, because the pilot previously had similar engine issues that resulted in a loss of power. The pilot thought the engine issues were due to carburetor icing. The airplane was equipped with a Dynon electronic flight instrument system (EFIS) and its recorded data was provided for the investigation by the pilot. The airplane was operating in an environment conducive for carburetor icing at glide and cruise power. The airplane was not made available for a detailed examination and the pilot did not submit the National Transportation Safety Board Pilot/Operator Aircraft Accident/Incident Report Form 6120.1. ## Aircraft - Registration: [N255CP](https://openairdocs.org/aircraft/N255CP), registered now, S/N 40485, built 2014 (OpenAirDocs) - Reported make and model: VANS RV-10 - Registry model: [C M Stuhrenberg/P C Polete VANS RV-10](https://openairdocs.org/model/c-m-stuhrenberg-p-c-polete-vans-rv-10) (registry code 05633LS) (OpenAirDocs) - Registry engine: [Lycoming O-540-A1C5](https://openairdocs.org/engine/lycoming-o-540-a1c5) (registry code 42322, reciprocating) (OpenAirDocs) - Category: Airplane, amateur-built - Serial number: 40485 - Year built: 2014 - Airframe hours: 77.8 - Engines: Lycoming O-540-A1C5 250 horsepower reciprocating - Damage: Substantial damage - Flight: Flight test, Part 91 - Operator: Sierra Papa Delta LLC - Registered owner: Sierra Papa Delta LLC - Airworthiness certificate: Special, Experimental (Special) - Last inspection: Annual, July 20, 2022 - Departed: KMDH, Carbondale, IL - Airport: IL71, Dury Estates Airpark - Equipment: Electronic multifunction display, Electronic primary flight display ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 84; injuries: none; private; airplane ratings: single-engine land; medical: class 3, with waivers/limitations; seat: left ## Weather - Conditions: Visual (VMC), Day - Wind: 210° at 14 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 88 °F, dew point 77 °F - Altimeter: 29.94 inHg - Observed at: KMDH, 6 nm away - METAR: KMDH 031552Z 21014KT 10SM CLR 31/25 A2994 RMK AO2 SLP134 T03110250 ## 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 20220803014049A](https://openairdocs.org/incident/20220803014049A), Aug 3, 2022: C M Stuhrenberg/P C Polete VANS RV-10, De Soto, IL, Substantial damage. [privacy data omitted], A vans RV-10 departed southern Illinois airport(mdh) on Wednesday August 3, 2022 at approximately 10:15 a.m. CST. The pilot stated he… ## Docket (6 files) The files NTSB released with the investigation on April 11, 2024, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=105668. 64.5 MB in all. - Pilot's statement (item 1, PDF, 1 page, 178 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15921558&FileExtension=pdf&FileName=Pilot%20Statement-Rel.pdf - Memorandum for record a�� FAA correspondence (item 2, PDF, 3 pages, 80 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15921662&FileExtension=pdf&FileName=Memo%20for%20record%20-%20FAA%20correspondence-Rel.pdf - Maintenance records (item 3, PDF, 6 pages, 52.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15924204&FileExtension=pdf&FileName=-%20Maintenance%20logs%202_Redacted%202-Rel.pdf - Photos (item 4, PDF, 5 pages, 3.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15923378&FileExtension=pdf&FileName=Photos-Rel.pdf - Dynon EFIS data (item 5, CSV, 8.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15922310&FileExtension=csv&FileName=2022-08-06-N255CP-SN3808-15.4.7.5568-D2-BLACK_BOX_LOG_DATA-Rel.csv - Carburetor icing chart (item 6, PDF, 1 page, 112 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15924473&FileExtension=pdf&FileName=Carb%20icing%20plot%20-%20icing%20glide%20and%20cruise-Rel.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.