# NTSB ERA16LA272: Harrity William V Glasair (SH2F), N67WH, Maynardville, TN, July 6, 2016 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: July 6, 2016, 15:30 local (19:30 UTC) - Place: Maynardville, TN - Coordinates: 36.169998, -83.905555 - Nearby events: https://openairdocs.org/map.md?lat=36.1700&lon=-83.9056&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute-climb to cruise: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report April 13, 2020 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA FSDO - NTSB case key (mKey): 93684 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA16LA272 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/93684/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=93684 - Page: https://openairdocs.org/ntsb/ERA16LA272 ## Probable cause The in-flight failure of the No. 3 cylinder connecting rod for reasons that could not be determined during postaccident examination. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Engine (reciprocating): recip engine power section](https://openairdocs.org/ntsb-findings/01058520): Aircraft › Aircraft power plant · Failure (probable cause); cases with it: [Harrity William V GLASAIR (SH2F), 1 case](https://openairdocs.org/ntsb-findings/01058520/cases.md?model=05691GG), [All aircraft, 233 cases](https://openairdocs.org/ntsb-findings/01058520/cases.md) - [Engine (reciprocating): recip engine power section](https://openairdocs.org/ntsb-findings/01058520): Aircraft › Aircraft power plant · Damaged/degraded (probable cause); cases with it: [Harrity William V GLASAIR (SH2F), 1 case](https://openairdocs.org/ntsb-findings/01058520/cases.md?model=05691GG), [All aircraft, 233 cases](https://openairdocs.org/ntsb-findings/01058520/cases.md) - [Not determined](https://openairdocs.org/ntsb-findings/05000000): Not determined › Not determined · Unknown/Not determined (probable cause); cases with it: [Harrity William V GLASAIR (SH2F), 1 case](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=05691GG), [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. - [Enroute-climb to cruise: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) (defining event); cases with it: [Harrity William V GLASAIR (SH2F), 1 case](https://openairdocs.org/ntsb-events/341/sequence.md?model=05691GG), [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: [Harrity William V GLASAIR (SH2F), 1 case](https://openairdocs.org/ntsb-events/440/sequence.md?model=05691GG), [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: [Harrity William V GLASAIR (SH2F), 1 case](https://openairdocs.org/ntsb-events/470/sequence.md?model=05691GG), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis While the airplane was climbing to 7,500 ft mean sea level, the private pilot noted that the engine oil temperature was getting high, so he leveled off for a few minutes to cool down the engine before resuming the climb. When the airplane was passing through 6,000 ft, the engine shuddered and lost all power; smoke started filling the cockpit. The pilot declared an emergency, shut down the engine, and selected an uncongested two-lane highway for landing. During his final approach, after maneuvering to avoid power lines, he pulled back to flare the airplane, but the airplane "pancaked" onto the road, which resulted in substantial damage to the fuselage. Postaccident examination of the engine revealed that the No. 3 cylinder connecting rod had separated from the piston near the wrist pin. The investigation could not determine the reason for the separation. ## Factual narrative On July 6, 2016, about 1530 eastern daylight time, an experimental amateur-built Glasair, N67WH, was substantially damaged following a forced landing following a total loss of engine power near Maynardville, Tennessee. The private pilot was not injured. The airplane was registered to and operated by Mainpro Inc. under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed about the time of the accident and no flight plan was filed for the flight that was destined for Clermont County Airport (I69), Batavia, Ohio. The pilot flew from I69 to DKX earlier in the morning without incident and he was returning to I69 when the accident occurred. He reported that the preflight inspection, taxi, and runup were normal and the climb to 5,500 ft mean sea level (msl) was uneventful; however, while passing through 5,500 ft msl the engine oil temperature was getting high, so he elected to level off for a few minutes to let it cool down. About 5 minutes later, he resumed his climb to 7,500 ft msl and while passing through 6,000 ft msl, the engine "blew." He stated that the engine "broke" and started to shudder "like it was out of balance." In addition, smoke started filling up the cockpit. The pilot declared an emergency, shut down the engine and scanned the area for a suitable place to land. While descending through 4,000ft msl, he reported the terrain was hilly and unsuitable for landing to the north, but to the south it was less congested and a better option for landing; the road was a two-lane state highway. After turning and getting established on a final approach to the southbound lanes of the highway, the pilot noticed electrical transmission wires crossing the road about 80 feet above ground level. The pilot pushed the stick forward and flew under the wires by going into an abrupt descent, then attempted to flare for landing, but the airplane "pancaked" onto the road, collapsing the main gear and shearing off the nose gear. The airplane skidded about 200 feet before coming to rest on a business property adjacent to the road. The pilot held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. His last flight review was completed on July 20, 2014. He held a third-class airman medical certificate issued on April 21, 2015. The pilot reported 2,055 hours total time with 1,320 of those hours in the same make and model as the accident airplane. In addition, he reported 42 hours and 24 hours in the previous 90 and 30 days, respectively. According to FAA airworthiness and airplane maintenance records, the two-seat, low wing, retractable tricycle landing gear airplane was manufactured in 1991 and was issued a special airworthiness certificate for experimental amateur-built aircraft. It was powered by a Lycoming IO-360, 200-hp engine and equipped with a Hartzell two-blade constant speed propeller. The engine had accumulated 680 hours of operation sinceoverhaul and 25 hours since the last condition inspection on April 15, 2014. DKX was located about 15 miles south of the accident site. The DKX weather at 1353 included wind from 240° at 10 knots, visibility 10 statute miles, few clouds at 3,400 ft, temperature 31°C, dewpoint 19 ° C, and the altimeter setting was 30.03 inches of mercury. An inspector with the Federal Aviation Administration (FAA) responded to the accident site and examined the wreckage. The airplane and all major components were accounted for at the scene. There was substantial damage to the underside of the fuselage where the landing gear had collapsed. Both blades of the propeller were bent aft and that engine case was breached. Oil streaks were observed on the underside of the engine cowling and fuselage. Subsequent examination of the engine revealed engine case was breached above the No. 4 and No. 3 cylinders. Fragments of the case material were discovered in the engine baffle. Some corrosion was present on the mounting surface of the cylinders. The No. 3 cylinder exhibited damage to the connecting rod where it attached to the crankshaft and had fractured off completely near the wrist pin. The No. 3 cylinder skirt base was damaged at two points perpendicular to the wrist pin. The remainder of the connecting rod sustained damage and was deformed and bent back toward the crankshaft. The No. 4 cylinder was jammed and canted several degrees and could not be removed from the case but a visual inspection from the opposing cylinder revealed internal damage to parts of the connecting rods and engine case. The No. 1 and No. 2 cylinders showed no damage to the piston, rods, cylinders or surrounding case. Automotive spark plugs and a wiring harness were observed on the bottom cylinders and no engine data plate was found on the engine. ## Aircraft - Registration: [N67WH](https://openairdocs.org/deregistered/N67WH-2016-10-20), registration cancelled 2016-10-20, S/N 1020 (OpenAirDocs) - Reported make and model: HARRITY WILLIAM V GLASAIR (SH2F) (FT) - Registry model: [Harrity William V GLASAIR (SH2F)](https://openairdocs.org/model/harrity-william-v-glasair-sh2f) (registry code 05691GG) (OpenAirDocs) - Registry engine: [Lycoming I0360 series](https://openairdocs.org/engine/lycoming-i0360-series) (registry code 41515, reciprocating) (OpenAirDocs) - Category: Airplane, amateur-built - Serial number: 1020 - Year built: 1991 - Engines: LYCOMING IO-360 200 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Mainpro Inc - Registered owner: Mainpro Inc - Airworthiness certificate: Special, Experimental (Special) - Last inspection: Continuous airworthiness, April 15, 2014 - Departed: DKX, KNOXVILLE, TN - Destination: I69, BATAVIA, OH - Equipment: Handheld GPS, Electronic flight bag or handheld device, ADS-B, Onboard weather ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 63; injuries: none; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, without waivers/limitations; last flight review July 20, 2014; seat: left; restraint: 4-point; flight hours: 2,052.8 total, 1,320 in this make and model, 1,957 as pilot in command, 42 in the last 90 days, 24 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 240° at 10 knots - Visibility: 10 statute miles - Temperature: 88 °F, dew point 72 °F - Altimeter: 30.03 inHg - Observed at: KDKX, 15 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 20160706006559A](https://openairdocs.org/incident/20160706006559A), Jul 6, 2016: Harrity William V GLASAIR (SH2F), Maynardville, TN, Destroyed. Aircraft lost engine power climbing from 4500 feet to 6000 feet. Cabin started to fill with smoke. During landing on highway, pilot noticed powerline across… ## Docket (7 files) The files NTSB released with the investigation on November 29, 2019, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=93684. 8.9 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 962 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40478493&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Pilot Statement Revised (item 2, .PDF, 322 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40478494&FileExtension=.PDF&FileName=Pilot%20Statement%20Revised-Master.PDF - Weather Reports and Records (item 3, .PDF, 147 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40478495&FileExtension=.PDF&FileName=Weather%20Reports%20and%20Records-Master.PDF - Pilot Logbook Excerpt (item 4, .PDF, 586 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40478496&FileExtension=.PDF&FileName=Pilot%20Logbook%20Excerpt-Master.PDF - Memorandum of Conversation (item 5, .PDF, 79 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40478497&FileExtension=.PDF&FileName=Memorandum%20of%20Conversation-Master.PDF - Accident Site and Damage Photographs (item 6, .PDF, 431 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40478498&FileExtension=.PDF&FileName=Accident%20Site%20and%20Damage%20Photographs-Master.PDF - FAA Inspectors Examination Report (item 7, .PDF, 6.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40478499&FileExtension=.PDF&FileName=FAA%20Inspectors%20Examination%20Report-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.