NYC05LA088

The amateur built airplane was equipped with a Revmaster 2100D, 75-horsepower engine; which was a conversion of a Volkswagen engine. The pilot had completed the first flight in the airplane several weeks prior to the accident. During that flight, the pilot had difficulty controlling the airplane. The pilot subsequently made modifications to the airplane in an effort to increase the controllability. The accident flight was the pilot's second flight in the airplane. After approximately 15 minutes of flight, the airplane appeared to be entering a base leg for runway 25 at the pilot's home airport. Witnesses heard the engine sputter, followed by a lack of engine noise. The airplane then slowed, descended in a nose down attitude, and impacted a quarry. Examination of the wreckage did not reveal any pre-impact mechanical malfunctions. The engine was not equipped with magnetos as it had a battery-powered ignition system. The battery-powered ignition system was not tested due to impact damage. In addition, according to an FAA Carburetor Icing Probability Chart, moderate icing at cruise power or serious icing at glide power range was predicted for the prevailing temperature and dew point.

On May 29, 2005, at 0902 eastern daylight time, an amateur built Bradley BA100, N53SK, was substantially damaged during a forced landing, following a loss of engine power while maneuvering near Xenia, Ohio. The certificated private pilot was fatally injured. Visual meteorological conditions prevailed for the flight that departed Greene County Airport (I19), Dayton, Ohio, about 0845. No flight plan was filed for the local personal flight conducted under 14 CFR Part 91.

The pilot completed construction of the airplane in 2003. The airplane was equipped with a Revmaster 2100D, 75-horsepower engine; which was a conversion of a Volkswagen engine. The pilot had completed the first flight in the airplane during May 2005. During that flight, the pilot had difficulty controlling the airplane. The pilot subsequently made modifications to the airplane in an effort to increase the controllability.

The accident flight was the pilot's second flight in the airplane. After approximately 15 minutes of flight, the airplane appeared to be entering a base leg for runway 25 at I19. Witnesses heard the engine sputter, followed by a lack of engine noise. The airplane then slowed, descended in a nose down attitude, and impacted a quarry.

Examination of the wreckage by an Federal Aviation Administration (FAA) inspector revealed one wooden propeller blade was undamaged, and the other wooden propeller blade was broken, and resting underneath the wreckage. Flight control continuity was confirmed from the control surfaces to the cockpit. Oil and fuel were present in the engine, and the crankshaft was rotated by hand. Crankshaft, piston, and valve train continuity were confirmed, and compression was obtained on two of the four cylinders. The engine was not equipped with magnetos as it had a battery-powered ignition system. The battery-powered ignition system was not tested due to impact damage. The throttle lever and mixture lever were found in the full forward position. The carburetor heat was found in the "On" position.

The reported weather at an airport approximately 10 miles northwest of the accident site, at 0855, was wind variable at 3 knots; visibility 7 miles; sky clear; temperature 60 degrees F; dew point 55 degrees F; altimeter 30.00.

According to an FAA Carburetor Icing Probability Chart, the temperature and dew point resulted in a "Moderate Icing - Cruise power or serious icing - glide power" range.