ERA14LA382

The pilot reported that, about 20 minutes into the flight and at 5,500 feet above mean sea level, the engine began "missing" but continued to run. This occurred about every minute and lasted about 1 second each time. He reported the engine issue to air traffic control, climbed the airplane to 10,000 feet, and eventually elected to divert to an airport about 13 miles away. He set up for an approach to land to the west; however, he crossed the runway threshold about 25 feet above the ground and at 110 knots. Unable to slow the airplane to a safe landing speed, he attempted a go-around. The engine "appeared to rev up" but he observed little power being produced. He discontinued the go-around and landed straight ahead. The airplane overran the runway at the departure end, and the pilot applied rudder and aileron controls to avoid striking a perimeter fence. The airplane flipped over and came to rest inverted, with substantial damage to both wings and extensive damage to the fuselage. The airplane was equipped with an electronic flight information system; however, it did not record any useful data. The airplane's fuel tanks appeared to contain an adequate amount of fuel for the flight. The engine was examined and no anomalies or failures were observed. The reason for the partial loss of engine power could not be determined after a full examination of the wreckage.

On August 10, 2014, about 1123 eastern daylight time, a Jackson Van's RV6A, N214MJ, was substantially damaged following a partial loss of engine power and precautionary landing at Palm Beach County Park Airport (LNA), West Palm Beach, Florida. The private pilot received minor injuries. The airplane was operated by the pilot under the provisions of 14 CFR Part 91 and no flight plan was filed. Day, visual meteorological conditions prevailed for the personal flight that originated at Kissimmee Airport (ISM), Kissimmee, Florida and was destined for North Perry Airport (HWO), Pembroke Pines, Florida. According to the pilot, the ground operations, takeoff, and departure were normal. About 20 minutes into the flight, at 5,500 feet above mean sea level, the engine began "missing," but continued to run. This occurred about every minute, and lasted about one second each time. He reported the engine issue to air traffic control, and alternate airport information was provided along with flight following. He climbed to 10,000 feet and assessed the situation. He switched fuel tanks, checked the magnetos, adjusted the mixture, and cycled the propeller. After scanning his engine instruments, he noted that engine rpm was 1,300 with 22" manifold pressure. After discussing his situation with ATC, he elected to divert into LNA, about 13 miles to the south-southeast. He set up for an approach to runway 27. He crossed the runway threshold about 25 feet above the ground and at 110 knots. Unable to slow the airplane to a safe landing speed, he attempted a go-around. The engine "appeared to rev up" but there was little power observed. He discontinued the go-around and landed straight ahead. The airplane departed the runway at the departure end and the pilot applied rudder and aileron controls to avoid striking the perimeter fence. The airplane flipped over and came to rest, inverted. An inspector with the Federal Aviation Administration responded to the accident site and examined the wreckage. He confirmed substantial damage to both wings and extensive damage to the fuselage. The airplane was equipped with a Dynon EFIS-D6 (D6) uncertified electronic flight information system (EFIS). The D6 was removed by aircraft recovery personal and sent to the NTSB Vehicle Recorders Laboratory, Washington, DC for possible flight and engine data retrieval. The D6 incorporated a 3.8" display for mounting in the cockpit of non-type certificated aircraft. The instrument integrated multiple flight instruments including attitude, airspeed, altitude, magnetic compass, turn rate, slip/skid ball, bank angle, pitch angle, and vertical speed. The unit contained an Air Data, Attitude and Heading Reference System (ADAHRS) to provide air data, attitude, and heading to the display. There was no log file capability on the D6 which meant that no parameters are recorded or stored. Based upon discussions with Dynon technical support representatives, there was no logging capability planned for futurefirmware releases. The only information available from the device is the last input altimeter setting (30.08"). The wreckage was examined by a NTSB Senior Air Safety Investigator at the wreckage storage facility. A review of the cockpit revealed that the fuel selector was positioned to the right main fuel tank. The mixture and propeller levers were full forward and the throttle lever was retarded. The mixture and throttle linkages remained attached to the fuel metering unit. No obstructions were observed in the air intake. The top spark plugs were removed; their electrodes were intact and exhibited color consistent with a rich mixture. The valve covers were removed and oil was noted throughout the engine. When the propeller was rotated by hand, camshaft, crankshaft, and valve train continuity were confirmed and thumb compression was attained on all cylinders. Several drops of fuel were recovered from the fuel line to the fuel metering unit. The fuel was clear and consistent with 100 low lead aviation gasoline. Additionally, the fuel screen in the fuel metering unit was absent of contamination. Approximately 10 gallons of fuel had been drained from the wreckage and retained at the recovery facility; the fuel was clear, blue, and absent of moisture when tested with water finding paste.