# NTSB ERA10LA301: Hood John Sidney Tango, N76HT, New Port Richey, FL, June 7, 2010 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: June 7, 2010, 13:10 local (17:10 UTC) - Place: New Port Richey, FL - Coordinates: 28.219722, -82.753051 - Nearby events: https://openairdocs.org/map.md?lat=28.2197&lon=-82.7531&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute-descent: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report April 7, 2011 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA Orlando FSDO - NTSB case key (mKey): 76233 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA10LA301 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/76233/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=76233 - Page: https://openairdocs.org/ntsb/ERA10LA301 ## Probable cause The improper inspection of the airplane ignition system during the last condition inspection by a mechanic, resulting in an ignition cable disconnecting and a partial loss of engine power. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Object/animal/substance: tree(s)](https://openairdocs.org/ntsb-findings/03022020): Environmental issues › Physical environment · Contributed to outcome; cases with it: [Hood John Sidney TANGO, 1 case](https://openairdocs.org/ntsb-findings/03022020/cases.md?model=05606DF), [All aircraft, 933 cases](https://openairdocs.org/ntsb-findings/03022020/cases.md) - [Ignition system: ignition system wiring](https://openairdocs.org/ntsb-findings/01057497): Aircraft › Aircraft power plant · Incorrect service/maintenance (probable cause); cases with it: [Hood John Sidney TANGO, 1 case](https://openairdocs.org/ntsb-findings/01057497/cases.md?model=05606DF), [All aircraft, 16 cases](https://openairdocs.org/ntsb-findings/01057497/cases.md) - [Inspection: scheduled/routine inspection](https://openairdocs.org/ntsb-findings/02061520): Personnel issues › Task performance · Maintenance personnel (probable cause); cases with it: [Hood John Sidney TANGO, 1 case](https://openairdocs.org/ntsb-findings/02061520/cases.md?model=05606DF), [All aircraft, 167 cases](https://openairdocs.org/ntsb-findings/02061520/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Prior to flight: Aircraft inspection event](https://openairdocs.org/ntsb-events/050); cases with it: [Hood John Sidney TANGO, 1 case](https://openairdocs.org/ntsb-events/050/sequence.md?model=05606DF), [All aircraft, 229 cases](https://openairdocs.org/ntsb-events/050/sequence.md) - [Enroute-descent: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) (defining event); cases with it: [Hood John Sidney TANGO, 1 case](https://openairdocs.org/ntsb-events/342/sequence.md?model=05606DF), [All aircraft, 1,858 cases](https://openairdocs.org/ntsb-events/342/sequence.md) - [Emergency descent: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Hood John Sidney TANGO, 1 case](https://openairdocs.org/ntsb-events/440/sequence.md?model=05606DF), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Landing-flare/touchdown: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Hood John Sidney TANGO, 1 case](https://openairdocs.org/ntsb-events/470/sequence.md?model=05606DF), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The pilot descended to 1,000 feet mean sea level and attempted to increase the engine power. The engine did not respond and the pilot realized that the airplane would not be able to make it to the closest airport. He elected to perform a forced landing on a road. An automobile pulled out on the road and the pilot had to extend the airplane's glide. The airplane collided with mangrove trees and came to rest off the side of the road. A postaccident examination of the airframe, flight controls, and engine assembly revealed no evidence of a mechanical malfunction. The airplane was configured with one magneto installed on the left side of the engine and an experimental electronic ignition system installed on the right side. An electronic module was installed on the magneto pad and connected to two high-tension spark coils mounted on top of the engine, which fired the upper spark plugs. There were two wires from the module to each coil supplying the trigger voltage signal to fire the spark plugs. One of the wires to the right coil, firing cylinder Nos. 1 and 3, was not connected. A wiring harness connected the module to the airframe electrical system and the spark coils. The harness was connected to the module with a "D" plug, which was held in place with two screws. The plug was found disconnected from the module and hanging loose. This likely resulted in the complete loss of power to the right ignition system, causing a partial loss of engine power as reported by the pilot. Review of the airplane logbooks revealed the airplane had flown 25.7 hours since the last condition inspection. The airframe and powerplant mechanic who performed that inspection stated that he did not check the "D" plug during that condition inspection. ## Factual narrative On June 7, 2010, at 1310 eastern daylight time, an experimental amateur-built Hood Tango 2, N76HT, experienced at partial loss of engine power while descending in the vicinity of New Port Richie, Florida. Visual meteorological conditions prevailed and no flight plan was filed. The personal flight was conducted in accordance with Title 14 Code of Federal Regulations Part 91. The pilot made a forced landing to a highway and the airplane collided with mangrove trees receiving substantial damage. The pilot was not injured. The flight originated from Williston Municipal Airport (X60) Williston, Florida, at 1234. The pilot was receiving flight following from Federal Aviation Administration (FAA) Tampa approach. The pilot stated he was at 2,600 feet mean sea level (msl) and informed the controller he would like to descend to 1,000 feet msl. The controller advised the pilot of towers along his route of flight and the pilot reported he had the towers in sight. The pilot initiated a descent by decreasing power. He subsequently increased power and the engine did not respond to the power change. The pilot informed the controller of the problem, and the controller provided distance and direction to the nearest airport. The pilot observed a road to his left and informed the controller he could not make the airport and would land on the road. The engine power continued to decrease and the pilot initiated a forced landing to the road. A car pulled out on the road and the pilot had to extend the airplane's glide. The airplane collided with mangroves bushes and came to a complete stop off the side of the road. Review of the aircraft logbooks revealed the last condition inspection was conducted on April 9, 2010. The Hobbs meter at the time of the inspection was 242.3 hours. The airplane has flown 25.7 hours since the condition inspection. Examination of the airplane revealed the propeller assembly remained attached to the propeller crankshaft propeller flange. The propeller spinner was damaged. The engine cowling remained attached and was not damaged. The engine assembly remained attached to the engine mounts and firewall and was not damaged. The nose landing gear was collapsed and remained attached to the engine mount. The forward cabin area remained intact. The Hobbs meter on the airplane indicated 267.0 hours. The throttle was three-fourths forward. The propeller and mixture were full forward, and the fuel selector was in the off position. Continuity of the flight controls was confirmed from the control sticks aft to all flight control surfaces, except for the right wing, where the flight control cables failed consistent with overload. There was no deformation to the left or right cabin seats and the left restraint system was in use at the time of the accident. The right seat restraint system was secured. The right wing was fragmented from the wing root extending outboard to the wing tip. The upper and lower wing surfaces were missing. The wing spar remainedattached to the airframe. The right flap and right aileron were separated from their attachment points. The right fuel tank was destroyed and the right main fuel cap was not located. No fuel staining was observed on the fragments of the wing or the right side of the fuselage. The right main landing gear was collapsed and remained attached to the wing. The aft fuselage and empennage were not damaged except for the tail cone located beneath the stabilator and rudder assembly. The vertical stabilizer remained intact and was not damaged. The rudder assembly remained attached to all attach points and was not damaged. The horizontal stabilator and trim assembly remained attached and were not damaged. The left wing remained attached to the airframe. The leading edge of the wing tip was shattered. The upper and lower wing surfaces were not damaged. The left aileron was attached to its attachment points. The left flap was attached to its attachment points and was in the retracted position. The fuel cap was missing. The left wing had been submersed in water and it could not be determined how much fuel had been in the left main fuel tank. There was no staining on the wing or the left side of the fuselage or empennage. The left main landing gear remained attached to the wing. Examination of the engine assembly was conducted on June 10, 2010.The engine cowling was removed and an examination of the engine revealed there was no evidence of a mechanical malfunction. One magneto was installed on the left side of the engine and an experimental electronic ignition system was installed on the right side of the engine. An electronic module with rotating components was installed on the magneto pad, connected to two high tension spark coils mounted on top of the engine. These coils fire the upper spark plugs. There are two wires from the module to each coil supplying the trigger voltage signal to fire the plugs. One of these wires to the right coil, firing cylinder Nos. 1 and 3, had been pulled from a crimp connector. A wiring harness connects the module to the airframe electrical system and the spark coils. The harness is connected to the module with a "D" plug, held in place with two screws, similar to a computer cable connection. The plug was found disconnected from the module and hanging loose. This would cause a complete loss of power to the right hand ignition system, causing a partial loss of engine power as reported by the pilot. The airframe and power plant mechanic stated he did not check the "D" plug during the airplane's most recent annual condition inspection. ## Aircraft - Registration: [N76HT](https://openairdocs.org/deregistered/N76HT-2019-09-06), registration cancelled 2019-09-06, S/N 003, built 1999 (OpenAirDocs) - Reported make and model: HOOD JOHN SIDNEY TANGO - Registry model: [Hood John Sidney TANGO](https://openairdocs.org/model/hood-john-sidney-tango) (registry code 05606DF) (OpenAirDocs) - Registry engine: [Lycoming I0360 SER A&C](https://openairdocs.org/engine/lycoming-i0360-ser-a-c) (registry code 41511, reciprocating) (OpenAirDocs) - Category: Airplane, amateur-built - Serial number: 003 - Airframe hours: 267 - Engines: LYCOMING I0360 SER A&C 200 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Dennis F. Funnemark - Registered owner: John Hood - Airworthiness certificate: Special, Experimental (Special) - Last inspection: Condition, April 9, 2010, 26 hours before - Departed: X60, Williston, FL - Destination: CLW, Clearwater, FL ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 62; injuries: none; airline transport, commercial, flight instructor; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 3, with waivers/limitations; last flight review February 23, 2009; seat: left; flight hours: 6,367 total, 1,995 in this make and model, 5,071 as pilot in command, 14 in the last 90 days, 8 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 290° at 10 knots - Visibility: 10 statute miles - Lowest ceiling: 2,000 ft broken - Temperature: 88 °F, dew point 75 °F - Altimeter: 29.93 inHg - Observed at: PIE, 42 nm away ## Docket (16 files) The files NTSB released with the investigation on December 1, 2010, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=76233. 6.3 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 715 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40331178&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Inspector Statements FAA (item 2, .PDF, 155 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40332735&FileExtension=.PDF&FileName=Inspector%20Statements%20FAA-Redacted.PDF - Sheriff Report (item 3, .PDF, 147 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40331195&FileExtension=.PDF&FileName=Sheriff%20Report-Redacted.PDF - Mechanic Statement (item 4, .PDF, 35 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40331205&FileExtension=.PDF&FileName=Mechanic%20Statement-Redacted.PDF - Extract Logbook (item 5, .PDF, 97 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40331209&FileExtension=.PDF&FileName=Extract%20Logbook-Redacted.PDF - Wreckage Release (item 6, .PDF, 52 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40331934&FileExtension=.PDF&FileName=Wreckage%20Release-Redacted.PDF - Photo 1 Front view of airplane during recovery.Photo FAA (item 7, .PDF, 521 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40331179&FileExtension=.PDF&FileName=Photo%201%20Front%20view%20of%20airplane%20during%20recovery.Photo%20FAA-Master.PDF - Photo 2 Close up view of propeller system. Photo FAA (item 8, .PDF, 473 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40331180&FileExtension=.PDF&FileName=Photo%202%20Close%20up%20view%20of%20propeller%20system.%20Photo%20FAA-Master.PDF - Photo 3 Right rear view of airplane. Photo FAA (item 9, .PDF, 674 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40331181&FileExtension=.PDF&FileName=Photo%203%20Right%20rear%20view%20of%20airplane.%20Photo%20FAA-Master.PDF - Photo 4 Right side view. Photo FAA (item 10, .PDF, 626 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40331182&FileExtension=.PDF&FileName=Photo%204%20Right%20side%20view.%20Photo%20FAA-Master.PDF - Photo 5 Right side view. Photo FAA (item 11, .PDF, 677 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40331183&FileExtension=.PDF&FileName=Photo%205%20Right%20side%20view.%20Photo%20FAA-Master.PDF - Photo 6 View of pilot side instrument panel. Photo FAA (item 12, .PDF, 407 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40331184&FileExtension=.PDF&FileName=Photo%206%20View%20of%20pilot%20side%20instrument%20panel.%20Photo%20FAA-Master.PDF - \Photo 7 Left side view during recovery. Photo FAA (item 13, .PDF, 599 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40331185&FileExtension=.PDF&FileName=%5CPhoto%207%20Left%20side%20view%20during%20recovery.%20Photo%20FAA-Master.PDF - \Photo 7 Left side view during recovery. Photo FAA (item 14, .PDF, 600 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40331186&FileExtension=.PDF&FileName=%5CPhoto%207%20Left%20side%20view%20during%20recovery.%20Photo%20FAA-Master.PDF - Photo 9 View of left inboard wing during recovery. Photo Faa (item 15, .PDF, 322 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40331187&FileExtension=.PDF&FileName=Photo%209%20View%20of%20left%20inboard%20wing%20during%20recovery.%20Photo%20Faa-Master.PDF - Extract Aircraft Logbooks (item 16, .PDF, 230 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40331196&FileExtension=.PDF&FileName=Extract%20Aircraft%20Logbooks-Redacted.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.