# NTSB LAX04LA039: Zivko Edge 540-T, N540RC, King City, CA, November 11, 2003 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: November 11, 2003, 12:20 local (20:20 UTC) - Place: King City, CA - Coordinates: 36.227779, -121.121665 - Nearby events: https://openairdocs.org/map.md?lat=36.2278&lon=-121.1217&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Highest injury: Serious injuries - Injuries: 2 serious - Status: Completed, report February 24, 2005 - Report: Approved by Office Director - Parties: Federal Aviation Administration - ADs cited in the narratives: [AD 2002-19-03](https://openairdocs.org/ad/2002-19-03) (OpenAirDocs) - NTSB case key (mKey): 58330 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=LAX04LA039 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/58330/pdf - Page: https://openairdocs.org/ntsb/LAX04LA039 ## Probable cause The after market manufacturer's improper application of a crankshaft , which exceeded the original manufacturer's intended use. A factor in the accident was the oil covering the windscreen, which restricted the pilot's ability to see. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(total) - mech failure/malf, maneuvering - maintenance,modification - improper, supplier/distributor of parts (cause) - engine assembly,crankshaft - fractured (cause) - Forced landing, emergency landing - Overrun, emergency landing - visual lookout - restricted, pilot in command (contributing factor) - window,flight compartment window/windshield - contamination (contributing factor) - On ground/water encounter with terrain/water, landing - roll - terrain condition - ditch ## Analysis The airplane lost engine power and subsequently overran the runway and impacted terrain while making an emergency landing at an airport. The pilot reported that about 5 minutes after takeoff he noticed a loss of oil pressure, followed by a loss of power. He decided to return to the departure airport, and while en route back the windscreen became obscured by engine oil. During the landing the pilot landed long and was unable to stop the airplane before it departed the runway environment. The airplane came to rest north of the departure end of runway 29 in a ditch. During the engine examination, the crankshaft was found cracked completely through diagonally across the counterweight hanging blade cheek located between connecting rod journal numbers five and six. Textron Lycoming was contacted regarding the crankshaft serial number and applicability to the Lycoming mandatory service bulletins (552 and 553) and FAA airworthiness directive (AD2002-19-03) relating to crankshaft manufacturing defects causing catastrophic in-service crankshaft failures. They said the crankshaft by serial number was a "small journal six" and therefore was not affected by the recall or inspections required by both the service bulletins or airworthiness directive. Lycoming service bulletins 552, 553, and airworthiness directive 2002-19-03 relate specifically to engines rated at 300 horsepower (hp) and above. The "small journal six" crankshaft is not a 300 hp crankshaft. It is typically utilized in engines producing no more than 260 hp. Textron Lycoming originally manufactured this crankshaft for installation into an AEIO-540-D4A5 model engine rated at 260 hp and 2,700 rpm. Therefore, neither the mandatory service bulletin nor the airworthiness directive were applicable. This engine was modified by a engine overhaul shop for installation in experimental airplanes and carried a data plate naming the shop as the manufacturer and labeling the engine as a AEIO-540-EXP. The engine closely resembles a Lycoming AEIO-540-L1B5 model rated at 300 hp and 2,700 rpm, but with other modifications proprietary to the overhaul shop that increased its horsepower rating to 340 hp. ## Factual narrative On November 11, 2003, about 1220 Pacific standard time, a Zivko Edge 540-T, N540RC, overran the runway and impacted terrain while making an emergency landing at Mesa Del Rey Airport (KIC), King City, California. The owner/pilot was operating the airplane under the provisions of 14 CFR Part 91. The airline transport pilot, who was the pilot under instruction (PUI), and the certified flight instructor pilot sustained serious injuries; the airplane sustained substantial damage. The local aerobatic instructional flight departed King City, about 1210. Day visual meteorological conditions prevailed, and no flight plan had been filed. The primary wreckage was at 36 degrees 13 minutes north latitude and 121 degrees 07 minutes west longitude. The pilot reported that about 5 minutes after takeoff he noticed a loss of oil pressure, followed by a loss of power. He decided to return to KIC, and while en route back to the airport the windscreen became obscured by engine oil. While landing at KIC the airplane landed long and was unable to stop before the airplane departed the runway environment. The airplane came to rest north of the departure end of runway 29 in a ditch. The aircraft was recovered for further investigation. The engine was examined on December 3, 2003, at Plain Parts, Pleasant Grove, California. During the engine examination the crankshaft was found cracked completely through diagonally across the counterweight hanging blade cheek located between connecting rod journal numbers five and six. The crankshaft part number was 13E27622 and the serial number was V5379 23712 CT. Textron Lycoming was contacted regarding the crankshaft serial number and applicability to the Lycoming mandatory service bulletins (552 and 553) and Federal Aviation Administration (FAA) airworthiness directive (AD2002-19-03) relating to crankshaft manufacturing defects causing catastrophic in-service crankshaft failures. They said the crankshaft by serial number was a "small journal six" and therefore, was not affected by the recall or inspections required by both the service bulletins or airworthiness directive. Lycoming service bulletins 552, 553, and airworthiness directive 2002-19-03 relate specifically to engines rated at 300 horsepower (hp) and above. The "small journal six" crankshaft is not a 300 hp crankshaft. It is typically utilized in engines producing no more than 260 hp. Textron Lycoming originally manufactured this crankshaft for installation into an AEIO-540-D4A5 model engine rated at 260 hp and 2,700 rpm. Therefore, neither the mandatory service bulletin nor the airworthiness directive were applicable. This engine was modified for installation in experimental airplanes by an engine overhaul shop, Lycon Engines, Inc., and carried a data plate naming the shop as the manufacturer and labeling the engine as a AEIO-540-EXP. The engine closely resembles a Lycoming AEIO-540-L1B5 model rated at 300 hp and 2,700 rpm, but with other modifications proprietary to the overhaul shop that increased its horsepower rating to 340 hp. According to the Zivko Edge 540 T specification sheet the engine is a modified IO-540 to produce 340 hp. The National Transportation Safety Board investigator-in-charge released the wreckage to the owner's representative. ## Aircraft - Registration: [N540RC](https://openairdocs.org/aircraft/N540RC), registered now, S/N 2014, built 2002 (OpenAirDocs) - Reported make and model: Zivko Edge 540-T - Registry model: [Zivko Aeronautics EDGE 540-T](https://openairdocs.org/model/zivko-aeronautics-edge-540-t) (registry code 05607SQ) (OpenAirDocs) - Registry engine: [Lycoming AEIO-540 series](https://openairdocs.org/engine/lycoming-aeio-540-series) (registry code 41568, reciprocating) (OpenAirDocs) - Category: Airplane, amateur-built - Serial number: 2014 - Airframe hours: 100 - Engines: Lycon AEI0-540-EXP 340 horsepower reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Registered owner: Roger L. Claypool - Airworthiness certificate: Special, Experimental (Special) - Last inspection: Annual, February 19, 2003, 55 hours before - Departed: KIC, King City, CA - Destination: KIC, King City, CA - Airport: KIC, Mesa Del Rey Airport, runway 29, 4,485 × 1,367 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 53; injuries: minor; airline transport; airplane ratings: single-engine land, multi-engine land, single-engine sea; instrument ratings: airplane; medical: class 2, valid medical--w/ waivers/lim; last flight review May 1, 2003; seat: rear; flight hours: 2,900 total, 105 in this make and model, 2,400 as pilot in command, 36 in the last 90 days, 23 in the last 30 days, 5 in the last 24 hours - Flight instructor; age 45; injuries: serious; flight instructor, commercial; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 2, valid medical--no waivers/lim.; seat: front ## Weather - Conditions: Visual (VMC), Day - Wind: calm - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 64 °F, dew point 43 °F - Altimeter: 30.14 inHg - Observed at: SNS, 35 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 20031111032369A](https://openairdocs.org/incident/20031111032369A), Nov 11, 2003: Amtr EDGE540, King City, CA, Substantial damage. (-23) During the performance of acrobatic maneuvers, aircraft experienced a loss of engine power and oil began to cover the windshield. Pilot made an emergency… 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.