# NTSB WPR13LA318: Chicco Quicksilver Sport II, N2812, Newbury Park, CA, June 29, 2013 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: June 28, 2013, 19:30 local (Jun 29, 2013, 02:30 UTC) - Place: Newbury Park, CA - Coordinates: 34.147777, -119.014999 - Nearby events: https://openairdocs.org/map.md?lat=34.1478&lon=-119.0150&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Defining event: [Maneuvering: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) - Highest injury: Serious injuries - Injuries: 2 serious - Status: Completed, report November 13, 2014 - Report: Approved by Office Director - NTSB office: Western Pacific Region - Parties: Rotax Aircraft Engines, Federal Aviation Administration - NTSB case key (mKey): 87433 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR13LA318 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/87433/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=87433 - Page: https://openairdocs.org/ntsb/WPR13LA318 ## Probable cause The partial loss of engine power while maneuvering due to the blockage of the exhaust system by broken internal engine baffles that had shifted during the flight, which resulted in a forced landing and subsequent impact with terrain. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Engine exhaust](https://openairdocs.org/ntsb-findings/01057800): Aircraft › Aircraft power plant · Damaged/degraded (probable cause); cases with it: [Chicco Miguel E QUICKSILVER SPORT II, 1 case](https://openairdocs.org/ntsb-findings/01057800/cases.md?model=05903IZ), [All aircraft, 56 cases](https://openairdocs.org/ntsb-findings/01057800/cases.md) - [Terrain: rough terrain](https://openairdocs.org/ntsb-findings/03021015): Environmental issues › Physical environment · Contributed to outcome; cases with it: [Chicco Miguel E QUICKSILVER SPORT II, 1 case](https://openairdocs.org/ntsb-findings/03021015/cases.md?model=05903IZ), [All aircraft, 442 cases](https://openairdocs.org/ntsb-findings/03021015/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Maneuvering: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) (defining event); cases with it: [Chicco Miguel E QUICKSILVER SPORT II, 2 cases](https://openairdocs.org/ntsb-events/342/sequence.md?model=05903IZ), [All aircraft, 1,858 cases](https://openairdocs.org/ntsb-events/342/sequence.md) - [Emergency descent: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Chicco Miguel E QUICKSILVER SPORT II, 1 case](https://openairdocs.org/ntsb-events/440/sequence.md?model=05903IZ), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Landing-flare/touchdown: Nose over/nose down](https://openairdocs.org/ntsb-events/096); cases with it: [Chicco Miguel E QUICKSILVER SPORT II, 1 case](https://openairdocs.org/ntsb-events/096/sequence.md?model=05903IZ), [All aircraft, 2,287 cases](https://openairdocs.org/ntsb-events/096/sequence.md) ## Analysis The pilot reported that, during the test flight, the engine began to run roughly. When the engine power did not increase, he chose to make a forced landing, which resulted in substantial damage to the airplane. A postaccident examination of the engine revealed that the exhaust system was in very poor condition, and previous weld repairs and several cracks were observed; maintenance records did not reveal when the weld repairs were made. Examination also revealed that the internal exhaust baffles were in very poor condition, and several broken baffles were observed, any of which could have shifted in flight. Therefore, the loss of engine power was likely caused by the blockage of the exhaust system by the broken engine baffles that had shifted from their original positions during the flight. ## Factual narrative On June 28, 2013, about 1930 Pacific daylight time, a Quicksilver MXL-II light sport airplane, N2812, was substantially damaged during a forced landing following a partial loss of engine power near Newbury Park, California. The light sport pilot and his sole passenger sustained serious injuries. Visual meteorological conditions prevailed for the local flight, which was conducted in accordance with 14 Code of Federal Regulations Part 91, and a flight plan was not filed. The flight departed the Camarillo Airport (CMA), Camarillo, California, about 1900.In a post-accident interview with the National Transportation Safety Board investigator-in-charge, the pilot reported that the purpose of the flight was to check the operation of the engine, as it had been missing and running rough on a previous flight. The pilot stated that during the flight the engine began to run rough, and when he could not obtain an increase in power with the throttle and extra electric fuel pump, he elected to make an emergency landing. The pilot added that after landing on uphill sloping terrain, the airplane nosed over and came to rest inverted. On July 18, 2013, under the supervision of a Federal Aviation Administration aviation safety inspector, a Rotax field technician performed a detailed examination of the engine. The engine was a Rotax 503, dual carburetor, dual ignition, fan cooled engine, equipped with electric and pull start systems. The engine is a twin cylinder, 2 stroke engine with a tuned exhaust and a reduction gearbox. The examination revealed that the engine remained attached to the airframe, and that the exhaust muffler had been previously removed from the exhaust Y-pipe and placed on the floor next to the aircraft. The Warp Drive propeller was also previously removed from the engine and placed next to the aircraft. The exhaust system was the correct type but was in very poor condition with previous weld repairs and several cracks were observed. The technician noted during the investigation, while Rotax does not state that the exhaust muffler cannot be welded or repaired if cracks are found, they also do not supply instructions on how to complete a repair of this nature. The technician added that if an exhaust system had an existing crack which was obviously leaking exhaust, and in addition had multiple prior cracks repaired, this should be an indication that it is time to replace the exhaust system. The technician referred to the Rotax Operators Manual, Section 10.3.3, Pre-Flight Checks, page 10-13, which provides the warning "…to repair as necessary all discrepancies and shortcomings before flight." Further, it states to inspect exhaust for cracks, security of mounting, springs and hooks for breakage and wear, and to verify the safety wiring of springs. The technician reported that during handling of the exhaust it sounded like there may have been broken baffles inside the exhaust system. Any broken internal baffles would affect the running condition andreliability of the engine, as they could block the exhaust system resulting in an immediate engine failure or loss of power. The technician further reported that after the exhaust system was cut open the internal baffles were examined. It was observed that the exhaust system was found to be very poor condition, with several broken internal components and baffles. The technician stated that the broken baffles and components can shift their position depending on the flight attitude of the aircraft and block the exit of the exhaust, which could result in an immediate engine failure or loss of power. The technician concluded that the cause of the loss of power was due to a blockage of the exhaust system due to broken engine baffles that had shifted from the original location during flight. The technician added that the internal and external examination of the exhaust system revealed that the system was in very poor condition and was not suitable for flight. A review of the engine logbook revealed that the engine was installed on the aircraft on February 12, 2013, at a Hobbs reading of 2,268.3 hours. On June 23, 2013, five days prior to the accident and at a Hobbs time of 2,323.7 hours, the engine's spark plugs and exhaust gaskets were changed. The pilot reported in a follow-up interview with the NTSB IIC that the exhaust system had been inspected for cracks about 20 hours prior to the accident flight, with none observed. The pilot stated that the system was completely removed and then reinstalled after the detailed inspection had been performed. He also stated that with respect to the welds discussed in the Rotax investigation report, they were not done subsequent to his club purchasing the system, and that he had no idea of when or where the repair took place, or by whom they were performed. The pilot added that when an anomaly with the exhaust system is detected, it is removed from the aircraft and replaced. The engine was subsequently test run. In preparation, and as the aircraft's fuel tank was breached, a secondary container was used with the same fuel that was captured from the original fuel tank. The aircraft's fuel line was then placed inside of the container to supply fuel to the engine. The battery was connected in the original location, which allowed the ignition system to be used during the test run. The original exhaust muffler was not installed for this engine test run, nor was an exemplar exhaust muffler installed. The aircraft's electric fuel pump was turned on and fuel could be seen traveling through the fuel line to the carburetors. The magneto switch was turned on and the starter was engaged. After several rotations the engine started and ran without issues. The RPM was manipulated with use of the throttle cables. After several seconds of running the engine was then shut down by turning off the magneto switches. No anomalies were noted during the test run. The original exhaust muffler, which was still in its original state, wasthen installed on the engine for a second test run. The engine, which was started in the same matter as the first test run, ran for several seconds before it was manually shut down. No anomalies were noted during the test run. (Refer to the Rotax Investigation Report, which is included in the public docket for this report.) ## Aircraft - Registration: [N2812](https://openairdocs.org/aircraft/N2812), registered now, S/N 0001763, built 2001 (OpenAirDocs) - Reported make and model: CHICCO QUICKSILVER SPORT II - Registry model: [Chicco Miguel E QUICKSILVER SPORT II](https://openairdocs.org/model/chicco-miguel-e-quicksilver-sport-ii) (registry code 05903IZ) (OpenAirDocs) - Registry engine: [Rotax 503 DCDI](https://openairdocs.org/engine/rotax-503-dcdi) (registry code 55566, 2 cycle) (OpenAirDocs) - Category: Airplane - Serial number: 0001763 - Year built: 2001 - Airframe hours: 2261 - Engines: ROTAX 503 DCDI reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: John R Schidel - Registered owner: Miguel Chicco - Airworthiness certificate: Special, Special light-sport (Special) - Last inspection: Condition, April 13, 2013, 59 hours before - Departed: CMA, Camarillo, CA - Destination: CMA, Camarillo, CA ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 67; injuries: serious; sport pilot; airplane ratings: single-engine land; medical: sport pilot, without waivers/limitations; last flight review May 9, 2012; seat: left; restraint: 3-point; flight hours: 310 total, 50 in this make and model, 261 as pilot in command, 31 in the last 90 days, 7 in the last 30 days, 2 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 250° at 6 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 75 °F, dew point 59 °F - Altimeter: 29.92 inHg - Observed at: CMA, 6 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 20130628011949A](https://openairdocs.org/incident/20130628011949A), Jun 28, 2013: Chicco Miguel E QUICKSILVER SPORT II, Substantial damage. On June 28, 2013 the mishap aircraft departed cma on a test flight with one passenger. The PIC stated that the aircraft's powerplant had occasionally… ## Other investigations on N2812 (1) 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. - [NTSB WPR17FA146](https://openairdocs.org/ntsb/WPR17FA146), Jul 8, 2017: Chicco Miguel E Quicksilver Sport II (N2812), Point Mugu, CA, 1 fatal. Probable cause: A partial loss of engine power for reasons that could not be determined during postaccident examination in combination with the low cruise altitude selected by the pilots, which resulted in an ocean… ## Docket (7 files) The files NTSB released with the investigation on October 14, 2014, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=87433. 3.4 MB in all. - Pilot-Operator Accident Report form (item 1, .PDF, 559 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40417655&FileExtension=.PDF&FileName=Pilot-Operator%20Accident%20Report%20form-Redacted.PDF - Weather Data (item 2, .PDF, 196 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40417656&FileExtension=.PDF&FileName=Weather%20Data-Master.PDF - Rotax Investigation Report (item 3, .PDF, 2.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40417657&FileExtension=.PDF&FileName=Rotax%20Investigation%20Report-Redacted.PDF - Excerpts from Maintenance Records (item 4, .PDF, 440 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40417658&FileExtension=.PDF&FileName=Excerpts%20from%20Maintenance%20Records-Redacted.PDF - Record of Conversation – John Schidel (item 5, .PDF, 31 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40417659&FileExtension=.PDF&FileName=Record%20of%20Conversation%20%E2%80%93%20John%20Schidel-Master.PDF - Statement of Party Representatives to NTSB Investigation (item 6, .PDF, 113 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40417660&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 7, .PDF, 67 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40417661&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.