# NTSB WPR12LA013: Miller Avid Flyer, N4077B, Susanville, CA, October 15, 2011 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: October 15, 2011, 11:30 local (18:30 UTC) - Place: Susanville, CA - Coordinates: 40.650276, -120.768608 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=40.6503&lon=-120.7686&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Defining event: [Initial climb: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) - Highest injury: Minor injuries - Injuries: 1 minor - Status: Completed, report August 29, 2012 - Report: Approved by Office Director - NTSB office: Western Pacific Region - Parties: Federal Aviation Adminstration FSDO - SAIBs cited in the narratives: [SAIB CE-09-35](https://openairdocs.org/saib/CE-09-35) (OpenAirDocs) - NTSB case key (mKey): 82084 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR12LA013 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/82084/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=82084 - Page: https://openairdocs.org/ntsb/WPR12LA013 ## Probable cause A total loss of engine power during the takeoff climb for undetermined reasons. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Not determined](https://openairdocs.org/ntsb-findings/05000000): Not determined › Not determined · Unknown/Not determined (probable cause); cases with it: [Miller James Alan AVID FLYER, 1 case](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=056169U), [All aircraft, 2,247 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Initial climb: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) (defining event); cases with it: [Miller James Alan AVID FLYER, 1 case](https://openairdocs.org/ntsb-events/341/sequence.md?model=056169U), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Emergency descent: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Miller James Alan AVID FLYER, 1 case](https://openairdocs.org/ntsb-events/440/sequence.md?model=056169U), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Landing: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Miller James Alan AVID FLYER, 1 case](https://openairdocs.org/ntsb-events/470/sequence.md?model=056169U), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The pilot reported that he purchased the airplane a few months before the accident and had been performing repairs and modifications to the engine’s fuel delivery system. He performed several ground runs and taxi tests prior to the accident; the pilot’s first flight in the airplane took place on the day of the accident and lasted about 1 hour. About 30 minutes later, during the initial climb-out on the second flight, the engine began to vibrate and lose power. The propeller then stopped rotating and the pilot performed a forced landing into a wooded area. During the postaccident examination, the engine was successfully started and operated. The pilot's installation of paper-element fuel filters was contrary to the engine manufacturer’s recommendations; however, according to the engine manufacturer, it is unlikely that this installation would have resulted in the loss of power. The fuel pump was located on the engine mount, just above the engine, and, while this location could potentially make it prone to excessive heat and vibration, it had been so positioned for many flight hours prior to the accident. Examination of the airplane did not reveal any mechanical failures or malfunctions that would have precluded normal operation. ## Factual narrative HISTORY OF FLIGHT On October 15, 2011, about 1130 Pacific daylight time, an experimental amateur-built Miller Avid Flyer, N4077B, lost engine power during takeoff from Spaulding Airport, Susanville, California. The pilot was operating the airplane under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91. The private pilot sustained minor injuries. The airplane sustained substantial damage to the wings and fuselage during the accident sequence. The local flight departed Susanville about 1130. Visual meteorological conditions prevailed, and no flight plan had been filed. The pilot purchased the airplane about two months prior to the accident, after which he disassembled and relocated it to his residence. For the next few weeks, he inspected the airplane and performed engine ground runs. During that period, he replaced the fuel lines, and added two plastic cased paper-element fuel filters, mounting them within the engine compartment, just above the carburetor intake manifold. Having completed his inspection of the airplane, he relocated it back to the airport for reassembly. The pilot did not hold an FAA Airframe and Powerplant (A&P) Mechanics certificate. Over the remaining few weeks, he performed ground runs and taxi tests. On the morning of the accident, he completed four high-speed taxi runs, and on the fifth attempt, he took off, and flew the airplane around the local area for about 1 hour. He then performed a full-stop landing, and shutdown the engine. About 30-minutes later, he returned with the intention of performing another flight in the airport traffic pattern. During the initial climb-out, at an altitude of about 150 feet above ground level, the engine began to vibrate and lose power. The propeller then stopped rotating, and the pilot began a left turn, and landed in a wooded area. The owner reported that during recovery of the airplane from the accident site he removed about 8 gallons of fuel from the fuel tank. His statement was corroborated by an employee of the National Forest Service, who was present during the recovery operation. AIRCRAFT INFORMATION The high-wing airplane was equipped with a Rotax 582, two-stroke, two-cylinder, liquid-cooled, reciprocating engine. The pilot did not provide maintenance records, stating that he had no knowledge of when the airplane was last subject to a conditional inspection. He estimated the engine had a total time of 300 flight hours since manufacture. He reported that when he purchased the airplane he was informed that it was of the light sport type, and required a conditional inspection rather than an annual or 100-hour inspection. As such, he thought that the examination he performed after purchase met the regulatory requirements for inspection. According to FAA aircraft registration records, the airplane was manufactured in 1990, and received its airworthiness certificate in December 1991. TESTS AND RESEARCH Engine Exam The airframe and engine were subsequently examined byan A&P mechanic under the auspices of the NTSB investigator-in-charge. He performed a cursory examination of the airplane and engine, and noted no indications of engine seizure, or obvious discrepancies, with the exception of two spark plugs, which appeared to have broken off during the accident sequence. He replaced the spark plugs and attempted to start the engine. The engine started after four rotations of the propeller blades, and ran smoothly for about 1 minute until the fuel supply was exhausted. He subsequently disassembled the engine driven pneumatic fuel pump, which was located on the engine mount, just above the engine, and noted no internal damage or failure to the pulse diaphragm. Rotax Engine Installation Instructions The Rotax 582 Series engine installation manual recommended that 0.15 mm mesh-type fuel filters be installed between the fuel pump and the carburetor. The manual specifies that paper-element filters are not to be used, and that the fuel pump is to be positioned in a cool area, and not mounted on the engine. Representatives from Rotax stated that the fuel pump could potentially be prone to vibration-induced air cavitation if it is mounted directly to the engine. Carburetor Icing The temperature and dew point at the time of the accident was 73 degrees Fahrenheit (F) and 32 degrees F respectively. These values did not fall within the carburetor icing range when referenced against the FAA Special Airworthiness Information Bulletin CE-09-35, Carburetor Icing Prevention. ## Aircraft - Registration: [N4077B](https://openairdocs.org/deregistered/N4077B-2018-05-30), registration cancelled 2018-05-30, S/N 719 (OpenAirDocs) - Reported make and model: MILLER AVID FLYER - Registry model: [Miller James Alan AVID FLYER](https://openairdocs.org/model/miller-james-alan-avid-flyer) (registry code 056169U) (OpenAirDocs) - Registry engine: [Bombardier ROTAX (ALL)](https://openairdocs.org/engine/bombardier-rotax-all) (registry code 09050, reciprocating) (OpenAirDocs) - Category: Airplane, amateur-built - Serial number: 719 - Engines: Rotax 582 65 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Special, Experimental (Special) - Departed: 1Q2, Susanville, CA - Destination: 1Q2, Susanville, CA - Airport: 1Q2, Susanville, runway 16, 4,600 × 50 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 66; injuries: minor; private; airplane ratings: single-engine land; medical: class 3, with waivers/limitations; seat: left; flight hours: 200 total, 1 in this make and model, 150 as pilot in command ## Weather - Conditions: Visual (VMC), Day - Wind: 190° at 5 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 73 °F, dew point 32 °F - Altimeter: 30.11 inHg - Observed at: RTS, 72 nm away ## Docket (5 files) The files NTSB released with the investigation on July 5, 2012, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=82084. 1.7 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 992 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40359263&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Mechanics Examination Report (item 2, .PDF, 126 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40370273&FileExtension=.PDF&FileName=Mechanics%20Examination%20Report-Redacted.PDF - Rotax Engine Installation Manual Excerpts (item 3, .PDF, 154 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40370722&FileExtension=.PDF&FileName=Rotax%20Engine%20Installation%20Manual%20Excerpts-Master.PDF - Carburetor Icing Probability Chart (item 4, .PDF, 219 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40370723&FileExtension=.PDF&FileName=Carburetor%20Icing%20Probability%20Chart-Master.PDF - Photo 1: Paper Element Fuel Filter With Fuel Pump (item 5, .PDF, 249 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40370274&FileExtension=.PDF&FileName=Photo%201%3A%20Paper%20Element%20Fuel%20Filter%20With%20Fuel%20Pump-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.