# NTSB ERA13LA119: Shoemaker James B KR-2, N27CE, Palmetto, FL, January 27, 2013 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: January 27, 2013, 09:30 local (14:30 UTC) - Place: Palmetto, FL - Coordinates: 27.648332, -82.509719 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=27.6483&lon=-82.5097&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Defining event: [Initial climb: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) - Highest injury: Serious injuries - Injuries: 1 serious - Status: Completed, report December 11, 2013 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 86089 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA13LA119 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/86089/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=86089 - Page: https://openairdocs.org/ntsb/ERA13LA119 ## Probable cause The total loss of engine power for undetermined reasons, which resulted in a forced landing. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Terrain](https://openairdocs.org/ntsb-findings/03021000): Environmental issues › Physical environment · Contributed to outcome (probable cause); cases with it: [Shoemaker James B KR-2, 1 case](https://openairdocs.org/ntsb-findings/03021000/cases.md?model=05648KH), [All aircraft, 267 cases](https://openairdocs.org/ntsb-findings/03021000/cases.md) - [Fluids: fuel](https://openairdocs.org/ntsb-findings/01071010): Aircraft › Fluids/misc hardware · Fluid level (probable cause); cases with it: [Shoemaker James B KR-2, 1 case](https://openairdocs.org/ntsb-findings/01071010/cases.md?model=05648KH), [All aircraft, 1,695 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Initial climb: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) (defining event); cases with it: [Shoemaker James B KR-2, 1 case](https://openairdocs.org/ntsb-events/341/sequence.md?model=05648KH), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Emergency descent: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Shoemaker James B KR-2, 1 case](https://openairdocs.org/ntsb-events/440/sequence.md?model=05648KH), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Landing: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Shoemaker James B KR-2, 1 case](https://openairdocs.org/ntsb-events/470/sequence.md?model=05648KH), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The pilot reported that, before departure, he added 5 gallons of fuel, which increased the total amount of fuel in the tank to between 14 and 15 gallons. After engine start, he taxied to the approach end of the runway where he performed an engine run-up. He reported no discrepancies. He taxied onto the runway, applied full power, and reported achieving full rpm. While climbing between 300 and 400 feet, the engine suddenly quit, and the propeller stopped. The pilot maneuvered the airplane for a forced landing in a soft field. The airplane impacted the ground in a right- wing-low attitude, which caused the engine and fuel tank to separate. No fuel spillage or smell was noted at the accident scene, and only 2 ounces of fuel were found in the separated fuel tank. Postaccident examination of the engine revealed no fuel in the carburetor and only 1 cc of fuel in the fuel strainer. However, the reason for the lack of fuel could not be determined. Further examination of the engine revealed powertrain continuity and no evidence of preimpact failures or malfunctions that would have precluded normal operation. ## Factual narrative On January 27, 2013, about 0930 eastern standard time, an experimental, amateur-built, Shoemaker KR-2, N27CE, registered to and operated by a private individual, was substantially damaged during a forced landing in a field near Palmetto, Florida, shortly after takeoff from Airport Manatee (48X). Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 Code of Federal Regulations (CFR) Part 91 personal, local flight from 48X. The private rated pilot, the sole occupant, sustained serious injuries. The flight originated about 1 minute earlier from 48X. The pilot stated that before departure he added 5 gallons of fuel from a container to the aircraft’s 16 gallon fuel tank which nearly filled it bringing the total amount of fuel in the tank to between 14 and 15 gallons. He further reported that it is his practice to always fill the fuel tank before departure, and he typically flies 1 hour. He started the engine and taxied to runway 07, where he performed an engine run-up before takeoff. No discrepancies were reported and he checked the gauges before takeoff and everything was satisfactory. He applied full throttle and noted the rpm was 3,300 (typical rpm for full throttle though maximum red line rpm is 3,600). He accelerated to 60 miles-per-hour (mph) and rotated, then while flying just above the runway surface accelerated to 80 mph and then began to climb. When the flight was between 300 and 400 feet in a climb attitude, the engine quit suddenly and the propeller stopped; there was no vibration. He pushed the nose forward to maintain airspeed and avoid stalling the airplane and maneuvered the airplane for a forced landing in a field. Before touchdown he maneuvered to avoid a cow ahead and impacted the ground in a right wing low attitude. He stated that the ground was soggy and lumpy, and it is likely that the outcome would have been the same because of the ground condition if he had not had to maneuver to avoid the cow. He stated that he was wearing the seatbelt and shoulder harness and did not recall his speed at touchdown. He was taken to a hospital for treatment of his injuries and remained hospitalized for 5 to 6 days. Inspection of the accident site by an FAA inspector-in-charge (FAA-IIC) about 2 hours after the accident revealed the fuel tank and engine were separated. The FAA inspector also reported that neither he nor first responders noted evidence of fuel spillage or the smell of fuel. Approximately 2 ounces fuel were recovered from the separated aluminum fuel tank. The first responder who moved the aircraft’s fuel tank away from the wreckage reported to the FAA inspector that it did not appear to contain any fuel. The wreckage was recovered for further examination. Two days after the accident the FAA-IIC interviewed the pilot while hospitalized and the pilot informed him that the engine quit during climb out at 300 feet. The FAA-IIC asked the pilot about the maintenance records and record of the lastcondition inspection and was advised he did not know the whereabouts of them and did not conduct annual condition inspections in accordance with the aircraft operating limitations. The pilot also stated that he did not comply with the Flight Review requirements of 14 CFR Part 61.56, and he used 1 of 2 five-gallon containers in his hangar to fuel the airplane. Following the interview the FAA inspector went back to the pilot’s hangar and observed 2 five-gallon containers. One container was full of fuel and the other was “’bone’ dry.” Inspection of the engine was performed following recovery of the airplane by an FAA airworthiness inspector. The inspector noted that the propeller blades were broken off at the propeller hub. The carburetor was removed and disassembled which revealed no fuel remaining inside. The fuel strainer bowl was removed and about 1 cc of fuel was noted; moderate contamination was also noted. The fuel supply line from the fuel tank was torn off about 6 inches aft of the engine firewall consistent with fuel tank separation from the airplane. Rotation of the remaining portion of the propeller by hand revealed power train continuity. The inspector also noted that visual inspection of the engine revealed no evidence of preimpact failure or malfunction. ## Aircraft - Registration: [N27CE](https://openairdocs.org/deregistered/N27CE-2013-09-12), registration cancelled 2013-09-12, S/N 81 (OpenAirDocs) - Reported make and model: SHOEMAKER JAMES B KR-2 - Registry model: [Shoemaker James B KR-2](https://openairdocs.org/model/shoemaker-james-b-kr-2) (registry code 05648KH) (OpenAirDocs) - Registry engine: [Revmaster 2100](https://openairdocs.org/engine/revmaster-2100) (registry code 52550, reciprocating) (OpenAirDocs) - Category: Airplane, amateur-built - Serial number: 81 - Airframe hours: 1000 - Engines: REVMASTER 2100 65 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Massa Eugene M - Registered owner: Massa Eugene M - Airworthiness certificate: Special, Experimental (Special) - Last inspection: Condition, December 5, 2012 - Departed: 48X, Palmetto, FL - Destination: 48X, Palmetto, FL - Airport: 48X, Airport Manatee ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 83; injuries: serious; private; airplane ratings: single-engine land; seat: left; flight hours: 2,500 as pilot in command ## Weather - Conditions: Visual (VMC), Day - Wind: 60° at 7 knots - Visibility: 6 statute miles - Lowest ceiling: none - Temperature: 64 °F, dew point 59 °F - Altimeter: 30.30 inHg - Observed at: SPG ## 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 20130127001089A](https://openairdocs.org/incident/20130127001089A), Jan 27, 2013: Shoemaker James B KR-2, Palmetto, FL, Destroyed. Pilot in command (PIC) stated that at an altitude of 300 feet AGL during the climbout that the engine stopped running. He conducted an off airport landing… ## Docket (7 files) The files NTSB released with the investigation on July 3, 2013, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=86089. 2.8 MB in all. - Weather Reports and Records (item 1, .PDF, 13 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40395304&FileExtension=.PDF&FileName=Weather%20Reports%20and%20Records-Master.PDF - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 2, .PDF, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40396083&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Report from Local Agency-Hillsborough County Sheriff's Office (item 3, .PDF, 423 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40395328&FileExtension=.PDF&FileName=Report%20from%20Local%20Agency-Hillsborough%20County%20Sheriff%27s%20Office-Redacted.PDF - FAA Inspector Statement (item 4, .PDF, 55 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40395319&FileExtension=.PDF&FileName=FAA%20Inspector%20Statement-Master.PDF - Record of NTSB Conversations (item 5, .PDF, 262 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40395360&FileExtension=.PDF&FileName=Record%20of%20NTSB%20Conversations-Redacted.PDF - Record of FAA Interview with Pilot-In-Command (item 6, .PDF, 183 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40395317&FileExtension=.PDF&FileName=Record%20of%20FAA%20Interview%20with%20Pilot-In-Command-Redacted.PDF - Photo 1: Digital Photograph Provided by FAA. View Depicting the Engine Assembly During the Postaccident Investigation. (item 7, .PDF, 762 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40395321&FileExtension=.PDF&FileName=Photo%201%3A%20Digital%20Photograph%20Provided%20by%20FAA.%20View%20Depicting%20the%20Engine%20Assembly%20During%20the%20Postaccident%20Investigation.-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.