# NTSB IAD02LA062: Castle Glasair II-SRG, N676EC, Mill Hall, PA, June 22, 2002 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: June 22, 2002, 12:00 local (16:00 UTC) - Place: Mill Hall, PA - Coordinates: 41.137222, -77.418891 - Nearby events: https://openairdocs.org/map.md?lat=41.1372&lon=-77.4189&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Highest injury: Minor injuries - Injuries: 1 minor, 1 uninjured - Status: Completed, report August 26, 2003 - Report: Approved by Office Director - NTSB case key (mKey): 55016 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=IAD02LA062 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/55016/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=55016 - Page: https://openairdocs.org/ntsb/IAD02LA062 ## Probable cause The failure of the crankshaft due to a lack of lubrication. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power, takeoff - initial climb - ignition system,ignition harness - not secured - induction air control,intake manifold - loose - engine assembly,crankshaft - fractured (cause) - fluid,oil - lack of - In flight collision with object, emergency descent/landing - object - tree(s) ## Analysis Shortly after take-off, the pilot reported that the engine began to run rough, backfire, and vibrate severely, along with an increase in oil temperature. Examination of the engine revealed that the crankshaft was fractured through the #3 main bearing journal. Fluorescent magnetic particle inspection of the crankshaft revealed over 50 axial cracks in the #3 main bearing journal. Examination of the three of the cracks revealed that each exhibited rehardening, rehardening and slight tempering, and tempering, consistent with a lack of lubrication. The engine was last overhauled in 1993, at which time, the crankshaft was replaced. The pilot reported that he bought the engine in 1993 from the individual who performed the overhaul. He said there were no maintenance logbooks for the engine, and the service history of the crankshaft was unknown. ## Factual narrative On June 22, 2002, about 1200 eastern daylight time, a homebuilt Glasair II-SRG, N676EC, was substantially damaged during a forced landing to a clearing in Mill Hall, Pennsylvania. The certificated private pilot/owner/builder was not injured and the passenger sustained minor injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the flight that originated at William T. Piper Memorial Airport (LHV), Lock Haven, Pennsylvania, about 1150. The personal flight was conducted under 14 CFR Part 91. According to the pilot, while the airplane was climbing through an altitude of 2,500 feet, the engine began to miss, vibrate severely, and backfire. When the pilot turned back toward Lock Haven, the oil temperature started to rise, and he was unable to maintain altitude. The pilot turned the magneto switch from the both position to the left position. When the left magneto was selected, engine roughness increased significantly. The pilot performed a forced landing to clearing and impacted trees. A Federal Aviation Administration (FAA) inspector and representative of the engine manufacturer examined the airplane and engine. According to the engine representative, the wiring harness that attached to the back of the left magneto was found partially separated. Two of the four attachment screws were missing, and the other two screws were loose. Additionally, one of the engine's intake clamps was loose. Engine continuity was partially established by manual rotation of the propeller, because the engine could not be turned more than 360 degrees. The engine was examined at Textron Lycoming's teardown facility in Williamsport, Pennsylvania, under Safety Board supervision. Examination of the engine revealed that the crankshaft was fractured through the #3 main bearing journal. A crack was observed from the primary fracture surface through the lightening hole. Fluorescent magnetic particle inspection of the crankshaft revealed over 50 axial cracks in the #3 main bearing journal primarily in two rows. Metallographic cross sections were prepared from three of the cracks. Examination of the cross sections revealed that each exhibited rehardening, rehardening and slight tempering, and tempering of varying depths of up to .06 inches along the entire section of the journal, consistent with a lack of lubrication. Numerous surface cracks were also observed along the journal surface. The engine examination also revealed that the connecting rod bolts were too long for the make and model engine. The engine was last overhauled in 1993, at a total time of 3,260 hours, at which time, the crankshaft was replaced. At the time of the accident, the engine had accrued 318 hours since being overhauled. According to the pilot, there were no maintenance logbooks for the engine, and he did not know the service history of the crankshaft. The pilot purchased the engine in 1993 from the individual who performed the overhaul. The engine sat in the pilot's garage until he installed it on the airplane in 1997. The pilot stated that he preserved the engine with oil, but could not recall what type of oil. He also said that he had never run the engine without oil. The pilot reported a total of 549 flight hours, of which, 351 hours were in make and model. Weather at Williamsport Regional Airport, Williamsport, Pennsylvania, at 1154, included wind from 260 degrees at 7 knots, visibility 6 statute miles, haze and clear skies. ## Aircraft - Registration: [N676EC](https://openairdocs.org/aircraft/N676EC), registered now, S/N 2163, built 1997 (OpenAirDocs) - Reported make and model: CASTLE GLASAIR II-SRG - Registry model: [Castle Joseph E GLASAIR II-SRG](https://openairdocs.org/model/castle-joseph-e-glasair-ii-srg) (registry code 05604YJ) (OpenAirDocs) - Registry engine: [Lycoming I0360 series](https://openairdocs.org/engine/lycoming-i0360-series) (registry code 41515, reciprocating) (OpenAirDocs) - Category: Airplane, amateur-built - Serial number: 2163 - Airframe hours: 318 - Engines: Lycoming IO-360-BIE 180 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Joseph E. Castle - Airworthiness certificate: Special, Experimental (Special) - Last inspection: Annual, February 16, 2002, 15.2 hours before - Departed: LHV, LOCK HAVEN, PA - Destination: PKB, PARKERSBURG, WV ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 48; injuries: none; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 2, valid medical--w/ waivers/lim; last flight review June 21, 2002; seat: left; flight hours: 549 total, 351 in this make and model, 456 as pilot in command, 17 in the last 90 days, 6 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 260° at 7 knots - Visibility: 6 statute miles - Lowest ceiling: none - Temperature: 82 °F, dew point 63 °F - Altimeter: 30.20 inHg - Observed at: IPT, 23 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 20020622018159A](https://openairdocs.org/incident/20020622018159A), Jun 22, 2002: Amtr GLASAIRIISRG, Millhall, PA, No damage. (-23) Pilot stated that engine began running rough, at about 2500 ft. MSL, during climbout to cruise altitude. Engine roughness progressively increased and… ## Docket (3 files) The files NTSB released with the investigation on June 24, 2003, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=55016. 2.4 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 530 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40448450&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Engine Log (item 2, .PDF, 44 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40179952&FileExtension=.PDF&FileName=Engine%20Log-Master.PDF - Metallurgist Report (item 3, .PDF, 1.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40448451&FileExtension=.PDF&FileName=Metallurgist%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.