WPR10LA456

According to a witness, while the airplane was in the traffic pattern, he heard "strange noises" emanating from the engine. A plot from an onboard global positioning system unit indicated that the airplane had completed one takeoff and landing, and a second orbit of the traffic pattern had occurred. The track then showed the airplane turn back toward the middle of the runway at a 45-degree angle before the airplane reached the downwind leg. The track showed the airplane then turn right to parallel the runway. Near the end of the runway, the airplane turned left and crashed. Total elapsed time was about 11 minutes. The pilot was likely attempting to land on a taxiway due to the loss of engine power described by the witness; however, the airplane struck the top of a hangar and came to rest inverted. A postaccident examination of the airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation.

On September 11, 2010, about 1740 Pacific daylight time, an experimental Savage-Cozy airplane, N9699, experienced a loss of engine power while in the traffic pattern, and the pilot attempted to land on a taxiway at the Aurora State Airport (UAO), Aurora, Oregon. The private pilot/owner operated the airplane under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. The pilot, the sole occupant, received serious injuries. The airplane sustained substantial damage after it collided with a hangar and came to rest inverted. Visual meteorological conditions prevailed for the local flight, which departed about 1730, and no flight plan had been filed. According to a witness, while the airplane was in the pattern, he heard "strange noises" emanating from the engine. The pilot attempted to land the airplane on a taxiway; however, it struck the top of a hangar, and came to rest inverted near the hangar. The National Transportation Safety Board (NTSB) Vehicle Recorders Division downloaded a global positioning satellite unit (GPS). The flight track indicated that the pilot completed one takeoff and landing, and was turning downwind on a second pattern. The track turns back toward the middle of the runway at a 45-degree angle prior to the airplane reaching the downwind leg. The airplane then turned right to a parallel track close to the runway. Near the end of the runway, the track turns left and stops at the accident site. Total elapsed time was about 11 minutes. The owner did not return the NTSB Accident/Incident Report form 6120.1. There were no logbooks made available to the Federal Aviation Administration (FAA) or the NTSB. During the examination of the engine, the FAA inspector noted that the engine data plate had been removed, but appeared to be a Lycoming IO-360 engine. An FAA inspector examined the airframe and engine following the accident. His detailed examination notes are part of the public docket. The FAA inspector stated that the bottom spark plugs were automotive type with electronic ignition, which could not be tested due to damage to the ignition system. A magneto fired the top spark plugs, and it sparked at all posts when tested. A borescope inspection revealed no mechanical deformation on the valves, cylinder walls, or internal cylinder head. The inspector observed light corrosion on the cylinder walls, and normal deposits on the piston heads. The fuel shutoff valve was in the ON position. He observed no contamination of the oil screen. He identified no mechanical anomalies that would have precluded normal operation. An aviation routine weather report (METAR) for UAO was issued at 1753 PDT. It stated: wind from 020 degrees at 3 knots; visibility 10 miles; sky clear; temperature 23/73 degrees Celsius/Fahrenheit; dew point 06/43 degrees Celsius/Fahrenheit; altimeter 30.06 inches of Mercury.