NYC02FA131

The passenger reported that the pilot departed the airport, completed a touch-and go, and flew to a practice area. The passenger then flew two clearing turns at 2,500 feet msl, and the pilot subsequently retook control of the airplane and climbed to 3,000 feet msl. After the pilot leveled the airplane about 2,900 feet msl, the engine lost all power. The pilot completed emergency checklist items, but was unable to restart the engine. The pilot then attempted a forced landing to a field. The airplane impacted in residential area; left wing low, nose down, and slid about 100 feet. Aside from a sooty number two cylinder, examination of the wreckage did not reveal any discrepancies. After the initial examination, the engine was then disassembled, and no discrepancies were observed. The fuel control unit, injector lines, nozzles, manifold, magnetos, number two cylinder and piston, and connecting rod, were all tested at the engine manufacturer's facility. The fuel components and magnetos flowed and tested within specifications respectively. The cause of the black sooty deposit within the number two cylinder could not be determined; however, the deposit appeared to be over normal combustion deposit.

History of flight

On July 6, 2002, about 1020 eastern daylight time, a Diamond Aircraft Industries DA 20C-1, N960CT, operated by AV-ED Flight School Inc., was substantially damaged during a forced landing in Leesburg, Virginia. The certificated airline transport pilot sustained fatal injuries, and the pilot rated passenger was seriously injured. Visual meteorological conditions prevailed for the local flight that departed Leesburg Executive Airport (JYO), Leesburg, VA, about 0940. No flight plan was filed for the personal flight conducted under 14 CFR Part 91.

The passenger stated that the pilot-in-command (PIC) flew one traffic pattern, and performed a touch-and-go landing. Due to traffic congestion at JYO, the PIC decided to fly to the practice area and "fly around." The PIC planned to return to the airport traffic area once the congestion diminished.

The PIC initially climbed away from the airport, then let the passenger fly two clearing turns at 2,500 feet msl. The pilot subsequently retook control of the airplane, and climbed to 3,000 feet msl. He leveled the airplane about 2,900 feet msl, and remained clear of Class B airspace. At that time, the engine experienced a total loss of power. The propeller kept wind-milling, and engine sounded like it was less than idle power, and sputtering. The engine did not vibrate unusually or backfire. The passenger initially believed that the engine "never fully quit," but later thought that it was "more accurate" that the engine lost all power.

The PIC performed the items on the emergency checklist, which included cycling the throttle, electric fuel pump, fuel primer, ignition key (except for OFF), and alternate air. However, the engine did not regain power. The PIC initially glided toward JYO, but decided that he was not going to make the airport, and attempted to land in a field. However, the airplane impacted nose down, left wing low, in a cul-de-sac. It then traveled about 100 feet and came to rest in the driveway of a residence, about 1/10-mile southeast of the field.

The pilot of another airplane was flying in the area about 1005, and heard a radio transmission reporting an engine failure. He stated:

"The accident pilot stated he was about 5 miles out but when he passed me he was a lot closer. He proceeded towards Leesburg Airport at about 700 feet above the ground. Pilot made a quick right turn and it was clear that he was planning to set up an emergency landing at Ida Lee Park. During the turn back to the field his plane stalled (not from engine stall) from too little airspeed in turn. He was in a left turn when he went down."

The accident occurred during the hours of daylight; located approximately 39 degrees, 07.35 minutes north latitude, and 77 degrees, 33.62 minutes west longitude.

Personnel information

The pilot held an airline transport pilot certificate, with a rating for multi-engine land airplane. He also held a commercial pilot certificate, with ratings for single engine land and instrument airplane. In addition, the pilot held several type ratings for large transport category aircraft.

The pilot's most recent Federal Aviation Administration (FAA) first class medical certificate was issued on February 7, 2002.

On April 5, 2002, the pilot completed a Renters Personal Data form for the operator of the accident airplane. On the form, he listed a total flight experience of 12,632 hours; of which, 12,395 hours were in multi-engine airplanes, and 237 hours were in single engine airplanes.

At the time of the accident, according to one of the pilot's logbooks, he had about 6 hours in the same make and model as the accident airplane. The 6 hours were within the preceding 120 days prior to the accident.

Aircraft information

The airplane was manufactured in 2000, placed in storage until October 2001, and then delivered to the operator. It had accumulated about 142 hours of operation, according to the Hobbs meter, when the most recent annual inspection was performed on May 1, 2002. The airplane had accumulated about 285 hours when the most recent 100-hour inspection was performed on June 27, 2002. At the time of the accident, the airplane had accumulated about 312 hours of operation.

Prior to the accident, during the time period when the accident airplane was with the operator, there was no record of any previous engine power losses. However, during that same time period, the operator was flying one additional DA 20C-1, N228NH. The operator experience two power loss events with that airplane.

According to the pilots that flew N228NH, the engine experienced a total loss of power during slow flight. After the power loss, the pilot lowered the nose and engaged the starter. The engine regained power and the pilot landed uneventfully. Additionally, another pilot experienced a total loss of engine power in N228NH, while on final approach. At the time, the pilot was near the airport and did not attempt to regain power. The pilot landed uneventfully.

According to both pilots of N228NH, and a representative from the airplane manufacturer, that particular airplane had an improper fuel setup. A manufacturer representative then met with mechanics and properly set the fuel system. No subsequent power loss events occurred with N228NH.

Meteorological information

JYO was located about 3 miles south of the accident site. The reported weather at JYO, at 1020, was: wind from 340 degrees at 4 knots, sky clear, visibility 10 miles, temperature 78 degrees F, dew point 57 degrees F, altimeter 30.15 inches Hg.

Wreckage and impact information

The wreckage was examined at the accident site on July 6 and July 7. The airplane was found on the driveway of a residence, oriented about a 320-degree heading. About 35 feet prior to the airplane, some ground scars and debris were observed on the street. The ground scars extended on an approximate 035-degree heading, and contained portions of the left wingtip. According to witnesses, fuel leaked from the airplane after the accident, and a strong odor of fuel was present. Additionally, fuel stains and erosion was present on the driveway.

Flight control continuity was confirmed from all control surfaces to the cockpit area. The cockpit was intact, but sustained some crushing damage at the left side and firewall. The flap switch was found in the flaps retracted position. The throttle and mixture control were found in the full forward position. The fuel selector was in the "ON" position, the alternate air control was found mid-range, and the ignition key was broken at the "R" position. All seatbelts and shoulder harnesses were found intact, and emergency personnel confirmed that the pilots had them fastened.

The nose gear and left main gear separated during impact. The left wing was partially separated, and rotated forward. The left flap was broken, and extended beyond 90 degrees. The left aileron was found in the approximate neutral position, and had separated about mid-span. Impact damage was observed on the outboard leading edge of the left wing, and scraping damage was observed on the bottom wing surface.

The empennage, vertical stabilizer, and horizontal stabilizer exhibited minimal impact damage. The elevator trim assembly was broken consistent with impact forces, and found in a nose-up position. The right wing exhibited minor damage to the outboard leading edge. The right aileron was in the approximate neutral position, and the right flap was extended approximately 15 degrees.

A portion had separated from both wooden propeller blades. The left side of the engine cowling and the number four cylinder sustained impact damage. The intake and exhaust rocker-arm assembly from the number four cylinder was broken, and found on the ground in the vicinity of the engine. The top spark plugs were removed and inspected. Their electr