# NTSB WPR10LA119: Czech Aircraft Works Spol Sro Sportcruiser, N243SC, La Quinta, CA, January 25, 2010 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: January 25, 2010, 15:21 local (23:21 UTC) - Place: La Quinta, CA - Coordinates: 33.709999, -116.296386 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=33.7100&lon=-116.2964&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute-cruise: Fuel contamination](https://openairdocs.org/ntsb-events/193) - Highest injury: Minor injuries - Injuries: 2 minor - Status: Completed, report March 16, 2011 - Report: Approved by Office Director - NTSB office: Western Pacific Region - Parties: Federal Aviation Administration - NTSB case key (mKey): 75307 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR10LA119 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/75307/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=75307 - Page: https://openairdocs.org/ntsb/WPR10LA119 ## Probable cause A loss of engine power during cruise flight due to water contamination in the fuel. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Fluids: fuel](https://openairdocs.org/ntsb-findings/01071010): Aircraft › Fluids/misc hardware · Fluid condition (probable cause); cases with it: [Czech Aircraft Works Spol Sro SPORTCRUISER, 2 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md?model=060002O), [All aircraft, 1,695 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md) - [Fluids: water](https://openairdocs.org/ntsb-findings/01071030): Aircraft › Fluids/misc hardware · Not specified (probable cause); cases with it: [Czech Aircraft Works Spol Sro SPORTCRUISER, 1 case](https://openairdocs.org/ntsb-findings/01071030/cases.md?model=060002O), [All aircraft, 13 cases](https://openairdocs.org/ntsb-findings/01071030/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Enroute-cruise: Fuel contamination](https://openairdocs.org/ntsb-events/193) (defining event); cases with it: [Czech Aircraft Works Spol Sro SPORTCRUISER, 1 case](https://openairdocs.org/ntsb-events/193/sequence.md?model=060002O), [All aircraft, 225 cases](https://openairdocs.org/ntsb-events/193/sequence.md) - [Enroute-descent: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Czech Aircraft Works Spol Sro SPORTCRUISER, 3 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=060002O), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Landing-flare/touchdown: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Czech Aircraft Works Spol Sro SPORTCRUISER, 10 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=060002O), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The pilot conducted a preflight inspection of the airplane, which included taking samples of fuel from the airframe fuel sump drains. He noted no evidence of water within these fuel samples. While en route to his destination, the pilot decided to switch the fuel supply to come from the left tank rather than the right, in an effort to remedy a slight fuel imbalance. Shortly after changing the tank selection, the engine experienced a total loss of power. Despite multiple attempts, the pilot was unable to restart the engine and initiated a forced landing to a nearby field. The pilot stated that, due to a headwind, he was unable to reach his original intended landing area and decided on a second field, closer to his position. As the airplane approached the field, it stalled and landed hard. During a postaccident examination of the airframe, investigators applied compressed air to both the left and right wing fuel inlet lines and observed a small amount of liquid originating from the engine inlet fuel line at the firewall. The liquid was tested using water finding paste with positive results. No additional anomalies were noted with the airframe that would have precluded normal operation. Examination of the engine revealed that the engine-driven fuel pump contained residual liquid. The liquid was tested using water finding paste with positive results. In addition, the carburetors were examined and disassembled; a white paste-like and flaky substance was noted within both carburetor float bowls. One carburetor float bowl contained about two ounces of a milky white liquid, which tested positive for water. The engine was installed on an engine test stand and run at various rpm settings before being shut off using the mixture control lever. No additional anomalies were noted with the engine that would have precluded normal operation and production of power. ## Factual narrative On January 25, 2010, about 1521 Pacific standard time, a Czech Aircraft Works Sportcruiser airplane, N243SC, was substantially damaged during a forced landing following a loss of engine power in cruise flight near La Quinta, California. The airplane was registered to Desert West Aviation, Palm Springs, California, and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. The airline transport pilot and pilot-rated passenger sustained serious injuries. Visual meteorological conditions prevailed and no flight plan was filed for the local flight. The flight originated from the Palm Springs International Airport (PSP), Palm Springs, California, about 1400. In a written statement, the pilot reported that prior to the flight; he conducted a pre flight inspection on the airplane. The pilot stated that upon completion of the preflight inspection, he had the airplane refueled with 100-low lead aviation fuel. Following the refueling, the pilot "drained all [airframe fuel] sumps" and noted "no evidence of water." The pilot further stated that after an uneventful departure, he flew to the Jacqueline Cochran Regional Airport (TRM) and performed 4 or 5 touch-and-go landings before returning to PSP. While returning to PSP, he noticed that the fuel levels were uneven and decided to switch from the right fuel tank to the left fuel tank with the fuel boost pump in the "ON" position. The pilot noted that the engine lost power less than one minute after switching fuel tanks. The pilot further reported that he immediately switched the fuel selector back to the right fuel tank and conducted items on the emergency checklist. Despite multiple attempts, he was unable to restart the engine. The pilot stated that he initially selected an open field that was suitable for landing, but realized that he would be unable to make it due to a headwind. He then located a second field adjacent to his position, and initiated a forced landing. The pilot said that he “…got as low as I could then stalled it [the airplane] in." Subsequently, the airplane landed hard in the open field and came to rest upright. Examination of the airplane by first responders revealed that the left wing and fuselage were structurally damaged. The airplane was recovered to a secure location for further examination. A post accident examination of the airframe by the Safety Board investigator-in-charge (IIC) revealed that the left and right wings were separated from the fuselage by wreckage recovery personnel to facilitate wreckage transport. The airframe fuel sump drain was removed, and various dirt debris and rust was observed within the airframe fuel sump bowl. Both the left and right wings were intact and exhibited bending and buckling throughout. The left wing fuel tank was displaced from the wing structure and the right wing fuel tank remained attached. The left and right wing fuel tank vent lines and both wing fuel outlet ports were clear of debris, and the leftand right wing fuel caps were intact and undamaged. The fuel selector was observed in the “OFF” position. Continuity was established between the left, right, and off positions of the fuel selector. As air was applied to both the left and right wing fuel inlet lines, a small amount of liquid was observed originating from the engine inlet fuel line at the firewall. Water finding paste was applied to this area when air pressure was applied to both the left and right fuel lines. The water finding paste exhibited signatures consistent with positive results for water. The airframe electrical fuel boost pump was removed from the firewall. The inlet port of the fuel pump was submerged in water. Power was applied to the fuel pump, and water was observed expelling from the outlet port with no anomalies noted. The Rotax 912 engine was removed from the airframe and subsequently shipped to the facilities of Rotech Research Canada LTD, Vernon, British Columbia, for further examination. The engine was examined at their facilities on May 25, 2010, under the supervision of the Safety Board IIC. Examination of the engine revealed that it was intact and visually appeared to be undamaged with the exception of the oil filter, which was displaced from the engine. All engine accessories remained attached to the engine and appeared to be undamaged. The engine-driven fuel pump was intact and removed from the engine. Residual liquid, brown in color and containing a large amount of debris, was removed from the inlet side of the fuel pump. The liquid originating from the outlet port was clear in color and free of debris. The liquid removed from the fuel pump was tested using water finding paste and exhibited positive results for water. Both carburetors were intact and undamaged. Debris was noted within the venturi areas of both carburetors. Upon disassembly of both carburetors, a white paste-like and flaky substance was noted within both the cylinder one/three side and two/four side carburetor float bowls. The cylinder two/four side carburetor float bowl contained about two ounces of a milky white liquid. The liquid was removed from the carburetor float bowl and placed in a sterile container. The liquid was tested using water finding paste with positive results for water noted. The engine was installed on an engine test stand with slave connections for fuel and oil. The engine was primed, successfully started, and ran semi-rough for about 30 to 45 seconds, then smoothed out. The engine was run at various RPM settings for about 3 minutes before it was manually shut down using the mixture control. No additional anomalies were found with the engine or airframe that would have precluded normal operation and the production of power. ## Aircraft - Registration: [N243SC](https://openairdocs.org/deregistered/N243SC-2014-09-03), registration cancelled 2014-09-03, S/N 08SC087 (OpenAirDocs) - Reported make and model: CZECH AIRCRAFT WORKS SPOL SRO SPORTCRUISER - Registry model: [Czech Aircraft Works Spol Sro SPORTCRUISER](https://openairdocs.org/model/czech-aircraft-works-spol-sro-sportcruiser) (registry code 060002O) (OpenAirDocs) - Category: Airplane - Serial number: 08SC087 - Airframe hours: 398 - Engines: Rotax 912 98 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: John McAleer - Registered owner: Desert West Aviation - Airworthiness certificate: Special, Special light-sport (Special) - Last inspection: 100 hour, October 9, 2009 - Departed: PSP, Palm Springs, CA - Destination: PSP, Palm Springs, CA - Flight plan: Unknown ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 61; injuries: minor; flight instructor, airline transport, commercial; airplane ratings: single-engine land, single-engine sea, multi-engine land; medical: class 3, with waivers/limitations; last flight review February 18, 2008; seat: left; flight hours: 24,175 total, 8 in this make and model, 19,901 as pilot in command, 2 in the last 90 days, 1 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 90° at 5 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 64 °F, dew point 30 °F - Altimeter: 30.00 inHg - Observed at: PSP, 15 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 20100125026599A](https://openairdocs.org/incident/20100125026599A), Jan 25, 2010: Czech Aircr SPORTCRUISE, La Quinta, CA, Substantial damage. Cruising at 3500 ft engine quit. Impact ground in open field, La Quinta, CA. ## Docket (6 files) The files NTSB released with the investigation on October 29, 2010, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=75307. 1.3 MB in all. - Cockpit Display(s) - Recorded Flight Data - Specialist's Factual Report (item 1, .PDF, 127 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40337340&FileExtension=.PDF&FileName=Cockpit%20Display(s)%20-%20Recorded%20Flight%20Data%20-%20Specialist%27s%20Factual%20Report-Master.PDF - Cockpit Display(s) - Recorded Flight Data - Attachment 1 Tabular Data - (CSV Format) (item 2, .CSV, 99 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40337341&FileExtension=.csv&FileName=Cockpit%20Display(s)%20-%20Recorded%20Flight%20Data%20-%20Attachment%201%20Tabular%20Data%20-%20(CSV%20Format)-Master.csv - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 3, .PDF, 445 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40337726&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Summary of Recovered Airframe Exam (item 4, .PDF, 355 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40337728&FileExtension=.PDF&FileName=Summary%20of%20Recovered%20Airframe%20Exam-Master.PDF - Summary of Engine Exam and Run (item 5, .PDF, 265 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40337729&FileExtension=.PDF&FileName=Summary%20of%20Engine%20Exam%20and%20Run-Master.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 6, .PDF, 24 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40338348&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.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.