# NTSB WPR24LA281: Evektor-Aerotechnik A S Harmony LSA, N272JT, Grants, NM, August 15, 2024

- Type: NTSB accident investigation
- Classification: Accident · No injuries · Class 3 · Limited · Final report
- Date: August 15, 2024, 13:35 local (19:35 UTC)
- Place: Grants, NM
- Coordinates: 35, -107 (estimated)
- Nearby events: https://openairdocs.org/map.md?lat=35.0000&lon=-107.0000&mi=10
- Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping)
- Defining event: [Initial climb: Fuel starvation](https://openairdocs.org/ntsb-events/191)
- Highest injury: No injuries
- Injuries: 1 uninjured
- Status: Completed, report August 26, 2026
- Report: Approved by Office Director
- Investigation class: Class 3
- NTSB office: Western Pacific Region
- Parties: FAA
- NTSB case key (mKey): 194956
- NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR24LA281
- NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194956/pdf
- NTSB docket: https://data.ntsb.gov/Docket?ProjectID=194956
- Page: https://openairdocs.org/ntsb/WPR24LA281

## Probable cause

A total loss of engine power due to fuel starvation for reasons that could not be determined.

## Findings

NTSB's coded findings; those marked are part of the probable cause.

- [Fuel system](https://openairdocs.org/ntsb-findings/01022800): Aircraft › Aircraft systems · Unknown/Not determined (probable cause); cases with it: [Evektor-Aerotechnik A S HARMONY LSA, 1 case](https://openairdocs.org/ntsb-findings/01022800/cases.md?model=0600080), [All aircraft, 181 cases](https://openairdocs.org/ntsb-findings/01022800/cases.md)
- [Fluids: fuel](https://openairdocs.org/ntsb-findings/01071010): Aircraft › Fluids/misc hardware · Fluid level; cases with it: [Evektor-Aerotechnik A S HARMONY LSA, 1 case](https://openairdocs.org/ntsb-findings/01071010/cases.md?model=0600080), [All aircraft, 1,695 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md)
- [Terrain: rough terrain](https://openairdocs.org/ntsb-findings/03021015): Environmental issues › Physical environment · Effect on equipment; cases with it: [Evektor-Aerotechnik A S HARMONY LSA, 1 case](https://openairdocs.org/ntsb-findings/03021015/cases.md?model=0600080), [All aircraft, 442 cases](https://openairdocs.org/ntsb-findings/03021015/cases.md)
- [Planning/preparation: fuel planning](https://openairdocs.org/ntsb-findings/02061030): Personnel issues › Task performance · Pilot; cases with it: [Evektor-Aerotechnik A S HARMONY LSA, 1 case](https://openairdocs.org/ntsb-findings/02061030/cases.md?model=0600080), [All aircraft, 719 cases](https://openairdocs.org/ntsb-findings/02061030/cases.md)
- [Intentional act: interference](https://openairdocs.org/ntsb-findings/02051035): Personnel issues › Miscellaneous · Pilot; cases with it: [Evektor-Aerotechnik A S HARMONY LSA, 1 case](https://openairdocs.org/ntsb-findings/02051035/cases.md?model=0600080), [All aircraft, 2 cases](https://openairdocs.org/ntsb-findings/02051035/cases.md)

## Sequence of events

The events NTSB coded, in order, by phase of flight. The defining event best describes what happened.

- [Initial climb: Fuel starvation](https://openairdocs.org/ntsb-events/191) (defining event); cases with it: [Evektor-Aerotechnik A S HARMONY LSA, 1 case](https://openairdocs.org/ntsb-events/191/sequence.md?model=0600080), [All aircraft, 733 cases](https://openairdocs.org/ntsb-events/191/sequence.md)
- [Initial climb: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Evektor-Aerotechnik A S HARMONY LSA, 1 case](https://openairdocs.org/ntsb-events/440/sequence.md?model=0600080), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md)
- [Landing-landing roll: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Evektor-Aerotechnik A S HARMONY LSA, 3 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=0600080), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md)

## Analysis

Shortly after takeoff, the airplane was about 200-300 ft above ground level, the engine lost power. The pilot landed the airplane back on the runway near the departure end and subsequently overran the end of the runway. Shortly thereafter, the right wing struck a shrub and the left main landing gear struck a large rock and sheared off, resulting in substantial damage. The airplane came to rest upright about 600 ft from the departure end of the runway. Postaccident examination revealed no evidence of failures or malfunctions that would have resulted in the loss of engine power. About 6 gallons of fuel were drained from the right tank and about 2 gallons of fuel were drained from the left tank. According to the airplane Pilot’s Operating Handbook, each fuel tank contained 0.25 gallons of unusable fuel. During the examination, with the left wing slightly lowered, fuel from the left tank was unable to be pumped to the engine, even though the level was above the unusable fuel amount. However, the pilot stated that he had the right fuel tank selected, and fuel continuity to the engine was established with it during postaccident examination; therefore, the low fuel level in the left tank should not have been a factor. According to the airframe manufacturer, the airplane’s unusable fuel was tested in accordance with Light Sport Aircraft (LSA) category and European Union Aviation Safety Agency (EASA) standards. Downloaded engine control unit data revealed that, shortly after takeoff, a rapid decrease in the fuel flow and fuel injection mass for each cylinder preceded the decrease of the other engine parameters until shutdown, consistent with fuel starvation. Furthermore, about 5 minutes after the accident, the pilot restarted the engine and ran it for about 30 seconds. Running the engine successfully after the accident likely compromised evidence of what caused the engine failure.

## Factual narrative

On August 15, 2024, about 13:35 mountain daylight time, a Evektor-Aerotechnik AS Harmony LSA airplane, N272JT, was substantially damaged when it was involved in an accident near Grants, New Mexico. The pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 positioning flight. The pilot was on a cross-country flight and made a planned stop at Grants-Milan Municipal Airport (GNT), Grants, New Mexico. During takeoff, about 200-300 ft above ground level, the engine lost power. The pilot landed the airplane back on the runway near the departure end and subsequently went off the end of the runway. Shortly thereafter, the airplane’s right wing struck vegetation and the left main landing gear sheared off after it struck a large rock. The airplane came to rest upright about 600 ft from the departure end of the runway. During the accident sequence, the airplane’s wings sustained substantial damage. GNT had previously issued a NOTAM that 100LL fuel was not available at the airport. Therefore, when the pilot realized that fuel was not available at the airport, he had to coordinate to have 5 gallons of premium automotive fuel delivered. He stated that he added about 3 to 3.5 gallons of automotive fuel to about 4 gallons of 100 LL fuel that were on board the airplane. He further stated that he did not use all the fuel that was delivered to prevent pouring any potential sediment that might have been present at the bottom of the fuel container. Postaccident examination revealed no evidence of malfunctions or failures that would have resulted in the loss of engine power. Fuel system continuity to the engine was established and the fuel vents were unobstructed. The fuel pumps were examined and were operational with no anomalies noted. During the examination, about 6 gallons of fuel were drained from the right wing tank and about 2 gallons of fuel were drained from the left wing tank. The fuel drained was blue in color and was not contaminated. Due to the left main landing gear being separated, the left wing was lower than the right by about 15° in the hangar where the airplane was examined. It was noted that fuel from the left tank fuel was unable to be pumped to the engine, even though the level was above the unusable fuel amount. However, the pilot stated that he had the right fuel tank selected. According to the airplane Pilot’s Operating Handbook (POH), the total fuel capacity was 31.7 gallons with 31.2 gallons being usable. Therefore, there was a total of 0.5 gallons of unusable fuel or 0.25 gallons of unusable for each tank. The POH listed automotive gasoline with an octane index RON 95 (or anti-knock index minimum AKI of 91) and AVGAS 100 LL as possible fuel options. The airplane’s manufacturer stated that the amount of the airplane’s unusable fuel was tested in accordance with LSA category and EASA standards. Testing included extreme flight configurations, particularly in a slip and skid turn, to verifycontinuity of fuel delivery during bank flight. Additionally, it was verified that the fuel gauges read “0” precisely the moment the unusable fuel was reached. The Engine Control Unit data was downloaded and reviewed, including the following engine parameters: engine speed, exhaust gas temperature (EGT)s, metered mass air/fuel ration target, linearized throttle position, transient enrichment, EGT lambda target, calculated fuel flow, and fuel injection for each cylinder. The review of the engine data revealed that shortly after takeoff, the fuel flow and fuel injection mass for each cylinder decreased rapidly followed by a decrease in the remaining engine parameters, consistent with fuel starvation. The throttle remained positioned at 100%. The elapsed time from engine start to the time of the total power loss was about 5 minutes and 4 seconds. After the loss of engine power and the subsequent forced landing, the engine was restarted about 5 minutes and 7 seconds later. The engine was run for about 31 seconds before it was shut down. When queried about the engine being restarted after the accident, the pilot replied that he was curious about what caused the engine problem. He stated that he made no changes to the airplane during the engine run besides those necessary to start the engine. Running the engine after the accident potentially comprised evidence of the engine failure.

## Aircraft

- Registration: [N272JT](https://openairdocs.org/aircraft/N272JT), registered now, S/N 2023 2225, built 2023 (OpenAirDocs)
- Reported make and model: EVEKTOR-AEROTECHNIK A S HARMONY LSA
- Registry model: [Evektor-Aerotechnik A S HARMONY LSA](https://openairdocs.org/model/evektor-aerotechnik-a-s-harmony-lsa) (registry code 0600080) (OpenAirDocs)
- Registry engine: [Rotax 912 IS series](https://openairdocs.org/engine/rotax-912-is-series) (registry code 55593, 4 cycle) (OpenAirDocs)
- Category: Airplane
- Serial number: 2023 2225
- Year built: 2023
- Engines: Rotax 912 iS 100 horsepower reciprocating
- Damage: Substantial damage
- Flight: Positioning, Part 91
- Airworthiness certificate: Special, Experimental light sport (Special)
- Destination: GUP, Gallup, NM
- Airport: GNT, Grants-Milan Municipal Airport, runway 31, 7,172 × 75 ft, asphalt
- Equipment: Electronic primary flight display, Electronic multifunction display, ADS-B, Stall warning system, Onboard weather

## Flight crew

As NTSB recorded them. NTSB leaves out names.

- Pilot; age 62; injuries: none; flight instructor, sport pilot, commercial, private; airplane ratings: multi-engine land, multi-engine sea, single-engine sea; medical: sport pilot, with waivers/limitations; last flight review September 27, 2022; seat: left; restraint: 4-point; flight hours: 6,479 total, 33 in this make and model, 6,405 as pilot in command, 20 in the last 90 days, 18 in the last 30 days, 10 in the last 24 hours

## Weather

- Conditions: Visual (VMC), Day
- Wind: 310° at 6 knots
- Visibility: 10 statute miles
- Temperature: 90 °F, dew point 39 °F
- Altimeter: 30.22 inHg
- Observed at: KABQ, 19 nm away
- METAR: KABQ 151852Z 31006KT 10SM FEW110 32/04 A3022 RMK AO2 SLP134 T03220044

## 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 20240815021209A](https://openairdocs.org/incident/20240815021209A), Aug 15, 2024: Evektor-Aerotechnik A S HARMONY LSA, Grants, NM, Substantial damage. On August 15, 2024, at or around 13:30 MST, a Evektor-Aerotechnik A S harmany LSA, crashed while taking off from Grants-Milan Municipal Airport (gnt), NM,…

## Docket (4 files)

The files NTSB released with the investigation on August 26, 2026, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=194956. 6.2 MB in all.

- Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 11 pages, 5.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20755236&FileExtension=pdf&FileName=NTSB_6120_Redacted-Rel.pdf
- Memorandum for records (item 2, PDF, 4 pages, 113 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20754876&FileExtension=pdf&FileName=Memo%20For%20Records%20Final_Redacted-Rel.pdf
- Airframe and engine examination report (item 3, PDF, 9 pages, 672 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20761720&FileExtension=pdf&FileName=WPR24LA281%20Airframe%20and%20Engine%20Examination%20%20Report%20%20Final-Rel.pdf
- Release of aircraft wreckage, NTSB form 6120.15 (item 4, PDF, 1 page, 102 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20755071&FileExtension=pdf&FileName=NTSB%20Wreckage%20Release_Redacted-Rel.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.

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