# NTSB WPR12LA200: Champion 7GC, N4861E, Rexburg, ID, May 12, 2012 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: May 11, 2012, 18:10 local (May 12, 2012, 00:10 UTC) - Place: Rexburg, ID - Coordinates: 43.833889, -111.802223 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=43.8339&lon=-111.8022&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Defining event: [Maneuvering: Powerplant sys/comp malf/fail](https://openairdocs.org/ntsb-events/340) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report October 9, 2014 - Report: Approved by Office Director - NTSB office: Western Pacific Region - Parties: FAA FSDO - NTSB case key (mKey): 83613 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR12LA200 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/83613/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=83613 - Page: https://openairdocs.org/ntsb/WPR12LA200 ## Probable cause A decrease in indicated oil pressure while maneuvering at low altitude for reasons that could not be determined because postaccident examination did not reveal any anomalies that would have precluded normal operation. Also causal was the pilot’s failure to maintain clearance from power lines during the precautionary landing to a field. ## 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: [Champion 7GC, 1 case](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=21101N2), [All aircraft, 2,247 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md) - [Engine (reciprocating): recip eng oil sys](https://openairdocs.org/ntsb-findings/01058550): Aircraft › Aircraft power plant · Not specified; cases with it: [Champion 7GC, 1 case](https://openairdocs.org/ntsb-findings/01058550/cases.md?model=21101N2), [All aircraft, 130 cases](https://openairdocs.org/ntsb-findings/01058550/cases.md) - [Attention/monitoring: monitoring environment](https://openairdocs.org/ntsb-findings/02021545): Personnel issues › Psychological · Pilot (probable cause); cases with it: [Champion 7GC, 1 case](https://openairdocs.org/ntsb-findings/02021545/cases.md?model=21101N2), [All aircraft, 809 cases](https://openairdocs.org/ntsb-findings/02021545/cases.md) - [Object/animal/substance: wire](https://openairdocs.org/ntsb-findings/03022032): Environmental issues › Physical environment · Contributed to outcome; cases with it: [Champion 7GC, 1 case](https://openairdocs.org/ntsb-findings/03022032/cases.md?model=21101N2), [All aircraft, 588 cases](https://openairdocs.org/ntsb-findings/03022032/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Prior to flight: Aircraft maintenance event](https://openairdocs.org/ntsb-events/040); cases with it: [Champion 7GC, 1 case](https://openairdocs.org/ntsb-events/040/sequence.md?model=21101N2), [All aircraft, 484 cases](https://openairdocs.org/ntsb-events/040/sequence.md) - [Maneuvering: Powerplant sys/comp malf/fail](https://openairdocs.org/ntsb-events/340) (defining event); cases with it: [Champion 7GC, 1 case](https://openairdocs.org/ntsb-events/340/sequence.md?model=21101N2), [All aircraft, 820 cases](https://openairdocs.org/ntsb-events/340/sequence.md) - [Landing: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Champion 7GC, 2 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=21101N2), [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: [Champion 7GC, 2 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=21101N2), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) - [Landing: Hard landing](https://openairdocs.org/ntsb-events/092); cases with it: [Champion 7GC, 1 case](https://openairdocs.org/ntsb-events/092/sequence.md?model=21101N2), [All aircraft, 2,102 cases](https://openairdocs.org/ntsb-events/092/sequence.md) ## Analysis The owner/pilot had completed two touch-and-go landings in the tailwheel-equipped airplane at his home airport and then left the airport traffic pattern to overfly a property south of the airport. For the overflight, the pilot reduced the engine rpm to about 2,100 and operated at an altitude of several hundred feet above the ground. The pilot then noticed that the oil pressure indication had dropped to the bottom of the green arc. He increased the engine rpm but observed the oil pressure continue to decrease. He considered attempting to return to the airport but then decided against that due to the population density between the airport and his current position; he elected to conduct a precautionary landing in a field. On short final for the field, the pilot failed to see the power lines across the field. The airplane struck the power lines then landed hard in the field. Postaccident examination of the airplane and engine did not reveal any mechanical abnormalities or conditions that would account for the decreased oil pressure indication, and when the engine was rotated with the starter, the oil pump was observed to produce expected pressure on the gauge and to pump oil. ## Factual narrative HISTORY OF FLIGHT On May 11, 2012, about 1810 mountain daylight time, a Champion 7GC, N4861E, was substantially damaged when it struck power lines during a precautionary landing following a loss of engine oil pressure near Rexburg, Idaho. The pilot/owner and his passenger were uninjured. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed for the flight. According to the pilot, he departed the traffic pattern of Rexburg-Madison County Airport (RXE), Rexburg, after conducting two touch-and-go landings. He headed south, and reduced the throttle to 2,100 rpm to overfly a property. At that time, when the airplane was only a few hundred feet above ground level, the pilot noticed that the oil pressure indication had dropped to the bottom of the green arc. He increased the engine to 2,500 rpm, and observed that the oil pressure indication decreased into the upper end of the yellow arc. The pilot considered a return to RXE, but then decided against that due to the population density between the airport and his current position, and elected to conduct a precautionary landing in a field. On short final for the field, the airplane struck power lines that were strung to a pump in the field, and then landed hard in the field. The airplane skidded about 150 feet, and came to rest upright. The propeller, landing gear and fuselage were damaged. PERSONNEL INFORMATION Federal Aviation Administration (FAA) information indicated that the pilot held a private pilot certificate with an airplane single-engine land rating. The pilot reported a total flight experience of 295 hours, including 149 hours in the accident airplane make and model. His most recent FAA third-class medical certificate was issued in November 2011, and his most recent flight review was completed in November 2011. AIRCRAFT INFORMATION The airplane was manufactured in 1959, and was equipped with a Lycoming O-320 series engine. The engine was manufactured in 1965, and had a total time in service of 1,289 hours. Per Lycoming Service Instruction 1009, the recommended overhaul interval for the engine was 2,000 hours in service, or 12 calendar years, whichever comes first. Although the engine had exceeded the manufacturer's recommended overhaul interval by a factor of more than threefold in calendar year, the engine had never been overhauled. According to the Lycoming operator's manual, normal engine oil pressure is 25 pounds per square inch (psi) at idle speed. In the normal engine operating speed range, minimum allowable oil pressure was 60 psi, and maximum was 90 psi. That range would be denoted by a green arc on the oil pressure indicator gauge. METEOROLOGICAL INFORMATION The pilot reported that the 1753 automated weather observation for RXE included winds from 195 degrees at 4 knots, clear skies, temperature 17 degrees C, dew point -7 degrees C, and an altimeter setting of30.11 inches of mercury. WRECKAGE AND IMPACT INFORMATION The airplane came to rest upright in a field, about 3 miles south-southeast of the airport. Both main landing gear struts were deformed up and aft, so that the fuselage rested on the ground. The cowling and firewall were deformed/crushed up and aft, and both propeller blades of the all-metal propeller were bent aft. About a month after the accident, the airplane and engine were examined by an NTSB and a Lycoming investigator. There were no indications of any oil leakage from the engine. The spark plugs were pulled and they appeared to be in good condition. A thumb compression check was accomplished, with no abnormalities noted. The engine exhibited continuity throughout its drive train. Electrical power was supplied to the airplane, and the starter turned the engine over normally. Oil pressure was noted in the cockpit; the gauge indicated 30 psi, which was in the yellow range of gauge, but is a normal value when the engine is turning at below-idle speed. The engine was not started due to the bent propeller blades, and the possibility of unobserved internal damage. The oil line was disconnected and oil was observed to be pumped when the engine was cranked by the starter. No abnormalities with the engine's oil system were noted. The oil quantity was not determined, and no further examination or testing of the engine, oil system, or oil pressure indicating system was accomplished. ## Aircraft - Registration: [N4861E](https://openairdocs.org/deregistered/N4861E-2012-07-27), registration cancelled 2012-07-27, S/N 7GC-49, built 1959 (OpenAirDocs) - Reported make and model: CHAMPION 7GC - Registry model: [Champion 7GC](https://openairdocs.org/model/champion-7gc) (registry code 21101N2) (OpenAirDocs) - Registry engine: [Lycoming 0-290 series](https://openairdocs.org/engine/lycoming-0-290-series) (registry code 41506, 4 cycle) (OpenAirDocs) - Category: Airplane - Serial number: 7GC-49 - Year built: 1965 - Airframe hours: 2166 - Engines: Lycoming O-320 150 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, October 19, 2011, 71 hours before - Departed: RXE, Rexburg, ID - Destination: RXE, Rexburg, ID - Airport: RXE, Rexburg Madison County ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 57; injuries: none; private; airplane ratings: single-engine land; medical: class 3, with waivers/limitations; last flight review November 16, 2011; seat: left; restraint: lap only; flight hours: 295 total, 149 in this make and model, 236 as pilot in command, 37 in the last 90 days, 13 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 195° at 4 knots - Visibility: 70 statute miles - Lowest ceiling: none - Temperature: 63 °F, dew point 19 °F - Altimeter: 30.11 inHg - Observed at: RXE, 3 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 20120511008329A](https://openairdocs.org/incident/20120511008329A), May 11, 2012: Champion 7GC, Rexburg, ID, Substantial damage. After a low power descent and adding in power, the oil pressure did not increase into the normal range. The pressure available began dropping further, so the… ## Docket (7 files) The files NTSB released with the investigation on September 11, 2014, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=83613. 704 KB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 251 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40416419&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Record of Conversation - Pilot (item 2, .PDF, 69 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40416420&FileExtension=.PDF&FileName=Record%20of%20Conversation%20-%20Pilot-Master.PDF - Record of Communication - Exam (item 3, .PDF, 81 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40416421&FileExtension=.PDF&FileName=Record%20of%20Communication%20-%20Exam-Master.PDF - Engine Oil Pressure Limits (item 4, .PDF, 42 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40416422&FileExtension=.PDF&FileName=Engine%20Oil%20Pressure%20Limits-Master.PDF - METARs (item 5, .PDF, 134 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40416423&FileExtension=.PDF&FileName=METARs-Master.PDF - Photo 1 – Front Right View (Photo Courtesy of Owner) (item 6, .PDF, 67 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40416424&FileExtension=.PDF&FileName=Photo%201%20%E2%80%93%20Front%20Right%20View%20(Photo%20Courtesy%20of%20Owner)-Master.PDF - Photo 2 – Aft Left View (Photo Courtesy of Owner) (item 7, .PDF, 59 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40416426&FileExtension=.PDF&FileName=Photo%202%20%E2%80%93%20Aft%20Left%20View%20(Photo%20Courtesy%20of%20Owner)%0D%0A%0D%0A-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.