# NTSB WPR09LA458: Cassutt III M, Reno, NV, September 19, 2009 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: September 19, 2009, 08:15 local (15:15 UTC) - Place: Reno, NV - Coordinates: 39.668056, -119.876388 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=39.6681&lon=-119.8764&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Defining event: [Approach-VFR pattern base: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) - Highest injury: Serious injuries - Injuries: 1 serious - Status: Completed, report March 16, 2011 - Report: Approved by Office Director - NTSB office: Western Pacific Region - Parties: FAA FSDO - NTSB case key (mKey): 74767 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR09LA458 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/74767/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=74767 - Page: https://openairdocs.org/ntsb/WPR09LA458 ## Probable cause The loss of engine power due to failure of the No. 2 connecting rod as a result of operation of the engine at excessive temperatures. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Engine (reciprocating): recip eng oil sys](https://openairdocs.org/ntsb-findings/01058550): Aircraft › Aircraft power plant · Capability exceeded (probable cause) - [Engine (reciprocating): recip engine power section](https://openairdocs.org/ntsb-findings/01058520): Aircraft › Aircraft power plant · Capability exceeded (probable cause) - [Performance/control parameters: landing flare](https://openairdocs.org/ntsb-findings/01062041): Aircraft › Aircraft oper/perf/capability · Not specified ## Analysis The pilot was involved in a race and observed the engine begin to overheat. He elected to perform a precautionary landing and adjoined the traffic pattern of the nearby airport. While on the base leg to the runway, the engine stopped producing power and the airplane began to rapidly loose altitude. The airplane landed hard about 50 yards from the approach end of the runway, resulting in substantial damage to the airframe's tubular steel structure. A portion of a connecting rod was located within the debris surrounding the wreckage. An examination of the engine revealed a hole in the crankcase above the Nos. 1 and 2 cylinders. The connecting rod for the No. 2 cylinder was fractured and separated below the piston wrist pin; the piston end rotated freely and the crankshaft end was fractured. The connecting rod pieces exhibited blue discoloration and the fracture surfaces exhibited mechanical peen damage. The crankshaft journal for the cylinder No. 2 connecting rod exhibited a blue discoloration, as did the camshaft journal. The No. 2 connecting rod bearings showed a similar blue discoloration. The oil screen contained magnetic metallic debris. ## Factual narrative On September 19, 2009, about 0815 Pacific daylight time, an experimental Cassutt III M, C-FDXO, made a forced landing at Reno Stead Airport, Reno, Nevada. The pilot/owner was operating the airplane under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The airline transport pilot sustained serious injuries; the airplane sustained substantial damage from impact forces. The local air race flight departed from Reno Stead at 0800. Visual meteorological conditions prevailed, and no flight plan had been filed. The pilot’s crew chief reported that during an air race 2 days prior to the accident, a SCAT tube from the oil cooler separated in flight, and the engine overheated. He stated that, during a post race examination, the maintenance crew could hear the synthetic oil boiling, and observed globs of oil being ejected from the engine breather tube. He noted that it took the engine about 6 hours to cool before they were able to work on it. They drained the remaining oil, and checked the oil screen, which contained no debris. They examined the cylinders internally with a borescope, and noted no damage. In addition, the crankshaft rotated freely. They changed the oil, and the crew chief instructed the pilot to monitor the temperature closely during the next race. During the accident race, the pilot reported that the engine was overheating, but turning. He elected to perform a precautionary landing on runway 14. As he was on the base leg to the runway, the engine stopped rotating, and the airplane began sinking rapidly. The airplane landed hard about 50 yards from the approach end of the runway. Examination of the airplane revealed that the airframe tubular steel structure buckled, and sustained substantial damage. Oil was along the right side of the fuselage. The central portion of a connecting rod and bearing pieces were located within the debris surrounding the wreckage. The fracture surfaces at both ends of the rod piece were angular and irregular; the connecting rod piece was also twisted. Examination of the engine by the Safety Board investigator-in-charge (IIC) revealed a hole in the crankcase above cylinders number one and two. All cylinders were secure to the crankcase on their base. There was oil in the oil sump and oil screen. The oil screen contained debris; a magnet attracted some of the debris. The crankshaft could be rotated manually. The IIC noted movement of the numbers one, three, and four cylinders’ piston. The number two piston did not move in the barrel. Investigators removed cylinders number two and four, and split the crankcase. The main bearings were in proper position. The connecting rod for cylinder number two fractured and separated about 1 inch below the piston wrist pin. The remaining portion of the connecting rod was twisted and discolored. The piston end of the connecting rod rotated freely; the crankshaft end of this connecting rod fractured and separated from the crankshaft. Its pieces exhibited bluediscoloration, and the fracture surfaces exhibited mechanical peen damage. The crankshaft journal for cylinder number two connecting rod exhibited a blue discoloration, as did the camshaft journal. The number two connecting rod bearings exhibited a blue discoloration and were smeared. ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Maneuvering: Powerplant sys/comp malf/fail](https://openairdocs.org/ntsb-events/340) - [Approach-VFR pattern base: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) (defining event) - [Emergency descent: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440) - [Landing-flare/touchdown: Hard landing](https://openairdocs.org/ntsb-events/092) ## Aircraft - Registration: C-FDXO (not matched to a registry record) - Reported make and model: CASSUTT III M - Category: Airplane, amateur-built - Serial number: 0489 - Airframe hours: 125 - Engines: Teledyne Continental Motors O-200 reciprocating - Damage: Substantial damage - Flight: Air race/show, Part 91 - Operator: Adrian Cooper - Registered owner: Adrian Cooper - Airworthiness certificate: Special, Experimental (Special) - Last inspection: Condition, May 1, 2009 - Departed: RTS, Reno, NV - Destination: RTS, Reno, NV - Airport: RTS, Reno/Stead, runway 14, 9,000 × 150 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; injuries: serious; airline transport; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 1, unknown; last flight review May 19, 2009; seat: single; flight hours: 4,500 total, 150 in this make and model ## Weather - Conditions: Visual (VMC), Day - Wind: variable at 5 knots - Visibility: 10 statute miles - Lowest ceiling: 25,000 ft broken - Temperature: 64 °F, dew point 39 °F - Altimeter: 30.07 inHg - Observed at: RNO, 7 nm away ## Docket (7 files) The files NTSB released with the investigation on November 2, 2010, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=74767. 2.3 MB in all. - Crew Chief Statement (item 1, .PDF, 38 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40337955&FileExtension=.PDF&FileName=Crew%20Chief%20Statement-Redacted.PDF - Field Notes Wreckage Exam (item 2, .PDF, 448 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40338868&FileExtension=.PDF&FileName=Field%20Notes%20Wreckage%20Exam-Redacted.PDF - Photo 1 Crankshaft (item 3, .PDF, 318 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40338007&FileExtension=.PDF&FileName=Photo%201%20Crankshaft-Master.PDF - Photo 2 Number two crankshaft journal (item 4, .PDF, 402 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40338008&FileExtension=.PDF&FileName=Photo%202%20Number%20two%20crankshaft%20journal-Master.PDF - Photo 3 Number two connecting rod and bearing pieces (item 5, .PDF, 404 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40338009&FileExtension=.PDF&FileName=Photo%203%20Number%20two%20connecting%20rod%20and%20bearing%20pieces-Master.PDF - Photo 4 Number two connecting rod and bearing (item 6, .PDF, 262 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40338010&FileExtension=.PDF&FileName=Photo%204%20Number%20two%20connecting%20rod%20and%20bearing-Master.PDF - Photo 5 Number two piston and connecting rod piece (item 7, .PDF, 386 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40338011&FileExtension=.PDF&FileName=Photo%205%20Number%20two%20piston%20and%20connecting%20rod%20piece-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.