# NTSB WPR15LA127: Jimenez Vans RV 7A, N51MJ, Dayton, NV, March 8, 2015 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: March 8, 2015, 15:20 local (22:20 UTC) - Place: Dayton, NV - Coordinates: 39.236389, -119.553054 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=39.2364&lon=-119.5531&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Defining event: [Approach: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) - Highest injury: Minor injuries - Injuries: 2 minor - Status: Completed, report January 21, 2016 - Report: Approved by Office Director - NTSB office: Western Pacific Region - Parties: Federal Aviation Administration - NTSB case key (mKey): 90862 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR15LA127 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/90862/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=90862 - Page: https://openairdocs.org/ntsb/WPR15LA127 ## Probable cause A loss of engine power during descent for reasons that could not be determined because postaccident examination of the engine revealed no anomalies that would have precluded normal operation. ## 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: [Tolle Alan E VANS TOLLE RV-6A, 1 case](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=05608MQ), [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. - [Approach: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) (defining event); cases with it: [Tolle Alan E VANS TOLLE RV-6A, 1 case](https://openairdocs.org/ntsb-events/341/sequence.md?model=05608MQ), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Approach: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Tolle Alan E VANS TOLLE RV-6A, 1 case](https://openairdocs.org/ntsb-events/440/sequence.md?model=05608MQ), [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: [Tolle Alan E VANS TOLLE RV-6A, 1 case](https://openairdocs.org/ntsb-events/096/sequence.md?model=05608MQ), [All aircraft, 2,287 cases](https://openairdocs.org/ntsb-events/096/sequence.md) ## Analysis The pilot reported that he departed the airport and flew at cruise altitude at 11,500 ft. About 10 miles from his destination airport, he started the descent to the traffic pattern altitude of about 6,000 ft. About 3 miles from the airport, he realized that the engine had quit without any indications or warning. The propeller was still windmilling, and he checked the engine gauges and noted that the oil pressure and temperature indications were good. He switched fuel tanks and tried to restart the engine without success. The airplane landed in a field short of the runway and then came to rest inverted. The pilot reported that he usually keeps the mixture control lever about half to three-quarters of the way out almost the entire time he flies. He added that the only time he ever needs to change the fuel mixture is while flying above 14,500 ft. Postaccident examination of the engine revealed no anomalies that would have precluded normal operation. The reason for the loss of engine power could not be determined. ## Factual narrative On March 8, 2015, about 1520 Pacific daylight time, a Vans RV-7A, N51MJ, experienced a total loss of engine power during descent to Dayton Valley Airpark (A34) Dayton, Nevada. The commercial pilot and passenger sustained minor injuries; the airplane sustained substantial damage to the right wing and rudder. The airplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight, which was operated on a visual flight rules flight plan. The flight originated from Auburn Municipal Airport (AUN), Auburn, California at an unknown time. The pilot reported that he departed the airport and cruised at 11,500 feet. About 10 miles from his destination airport he started the descent to the traffic pattern altitude of about 6,000 feet. About 3 miles from the airport, he realized that the engine had quit without any indications or warning. The propeller was still windmilling, and he checked the engine gauges; the oil pressure and temperature was good. He switched fuel tanks and tried to restart the engine, but to no avail. Unable to make the runway, he landed in a field just short of the runway surface. The main landing gear touched down uneventfully; when the nose wheel touched down, the airplane flipped onto its back and came to rest. Postaccident examination of the engine by a Federal Aviation Administration Inspector revealed no anomalies that would have precluded normal operations. During a post-accident telephone conversation with the pilot, he reported that he usually keeps the mixture control lever about ½ to ¾ of the way out almost the entire time he flies. He stated that the airplane operates best at this mixture level, and the only time he ever needs to change it is while flying above 14,500 feet. Review of the Lycoming Operator's Manual for the O-360 and associated models revealed "Improper fuel/air mixture during flight is responsible for engine problems…," "On engines with manual mixture control, maintain mixture control in "Full Rich" position for rated takeoff, climb, and maximum cruise powers (above approximately 75%)". The operator's manual also states, "Always return the mixture to full rich before increasing power settings." ## Aircraft - Registration: [N51MJ](https://openairdocs.org/aircraft/N51MJ), registered now, S/N AT-5, built 1991 (OpenAirDocs) - Reported make and model: JIMENEZ VANS RV 7A - Registry model: [Tolle Alan E VANS TOLLE RV-6A](https://openairdocs.org/model/tolle-alan-e-vans-tolle-rv-6a) (registry code 05608MQ) (OpenAirDocs) - Registry engine: [Lycoming O-360-A1A](https://openairdocs.org/engine/lycoming-o-360-a1a) (registry code 41594, 4 cycle) (OpenAirDocs) - Category: Airplane, amateur-built - Serial number: 70661 - Year built: 2006 - Airframe hours: 303.3 - Engines: Lycoming IO-360 Series 180 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Jimenez Michael G - Registered owner: Jimenez Michael G - Airworthiness certificate: Special, Experimental (Special) - Last inspection: Continuous airworthiness, February 4, 2015, 15 hours before - Departed: AUN, Auburn, CA - Destination: A34, Dayton, NV - Airport: A34, Dayton Valley Airpark ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 74; injuries: minor; commercial; airplane ratings: single-engine land; medical: class 3, with waivers/limitations; last flight review September 11, 2014; seat: left; restraint: 3-point; flight hours: 1,030 total, 303.2 in this make and model, 26 in the last 90 days ## Weather - Conditions: Visual (VMC), Day - Wind: 50° at 4 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 66 °F, dew point 50 °F - Altimeter: 30.12 inHg - Observed at: CXP, 10 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 20150308004959A](https://openairdocs.org/incident/20150308004959A), Mar 8, 2015: Jimenez Michael Gene VANS RV-7A, Dayton, NV, Substantial damage. On March 8, 2015, about 1520 pacific daylight time, a vans RV-7A, N51MJ, experienced a total loss of engine power during descent to Dayton Valley Airpark (A34)… ## Docket (5 files) The files NTSB released with the investigation on December 7, 2015, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=90862. 2.1 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40434613&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Record of Conversations - Pilot (item 2, .PDF, 97 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40434614&FileExtension=.PDF&FileName=Record%20of%20Conversations%20-%20Pilot-Master.PDF - Record of Email - FAA (item 3, .PDF, 27 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40434615&FileExtension=.PDF&FileName=Record%20of%20Email%20-%20FAA-Master.PDF - Excerpts from Lycoming Operator's Manual (item 4, .PDF, 547 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40434616&FileExtension=.PDF&FileName=Excerpts%20from%20Lycoming%20Operator%27s%20Manual-Master.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 5, .PDF, 354 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40434617&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-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.