ERA10LA294

Factual narrative

On June 1, 2010, about 1255 eastern daylight time, an experimental, amateur-built Vans RV-9A, N858JK, was substantially damaged during a forced landing, after experiencing a loss of engine power while on approach to the Hanover County Municipal Airport (OFP), Ashland, Virginia. The certificated private pilot sustained minor injuries. Visual meteorological conditions prevailed and no flight plan had been filed for the personal flight conducted under the provisions of 14 Code of Federal Regulations Part 91. The pilot/builder reported that he was in the process of conducting the airplane's 40-hour Phase 1 test flights. He departed OFP and landed at the Tappahannock-Essex County Airport (XSA), Tappahannock, Virginia, without incident. Shortly after takeoff from XSA, the airplane experienced a momentary sudden reduction in rpm, and the pilot elected to fly to OFP. While en route, the engine experienced additional sudden intermittent power reductions from 2,350 to 2,100 rpm. The pilot was able to restore power either by applying full throttle or the application of carburetor heat. The airplane was at an altitude of 1,300 feet, approximately 2.5 miles south of OFP, when the engine rpm decreased again. The pilot applied carburetor heat without any affect, and the engine subsequently ceased producing power completely. The pilot attempted to lose altitude and perform a forced landing on runway 34, a 5,402-foot-long, 100-foot-wide, asphalt runway; however, the airplane overshot the runway, touched down in the grass north of the runway and nosed over. The airplane sustained substantial damage to the vertical stabilizer and fuselage. The airplane was equipped with an ECI O-320 series engine, which had been operated for about 22 hours since new. Examination of the airplane and engine by a Federal Aviation Administration inspector (FAA), with assistance from representatives of the engine manufacturer did not reveal any mechanical malfunctions which would have resulted in a loss of engine power. It was noted that the spark plugs removed from the engine were dark, consistent with a rich mixture. The pilot reported 261 hours of total flight experience, which included approximately 30 hours in the same make and model as the accident airplane. A weather observation taken at OFP, about the time of the accident reported, wind from 210 degrees at 10 knots, gusting to 19 knots; visibility 10 statute miles; scattered clouds at 3,400 feet, temperature 30 degrees Celsius (C), dew point 20 degrees C; altimeter 29.93 inches of mercury. Review of an FAA carburetor icing envelope chart revealed that the reported temperature and dew point at the time of the accident was within the "serious icing (glide power)" area of the chart. The pilot/builder was in the process of conducting the experimental airplane's 40-hour Phase 1 test flights. He departed his home airport and landed at an airport about 30 miles away without incident. Shortly after takeoff, the engine experienced a momentary sudden reduction in rpm. The pilot elected to return to his home airport and while en route the engine experienced additional sudden and intermittent power reductions. The pilot was able to restore power either by applying full throttle or the application of carburetor heat. With the airplane approximately 2.5 miles from his home airport, the engine rpm decreased again and the pilot applied carburetor heat without any affect. The engine ceased producing power completely and the pilot elected to attempt to lose altitude and perform a forced landing to the runway. The pilot overshot the runway and the airplane touched down in the grass past the runway surface and nosed over. A postaccident examination of the airplane and engine did not reveal any mechanical malfunctions that would have resulted in a loss of engine power. Removal of several of the engine's spark plugs revealed that they were dark in coloration, consistent with a rich mixture. A weather observation taken at the airport, about the time of the accident included, wind from 210 degrees at 10 knots, gusting to 19 knots, a temperature 30 degrees Celsius (C), and a dew point of 20 degrees C. Review of a carburetor icing envelope chart revealed that the reported temperature and dew point at the time of the accident was within the "serious icing" at glide power area of the chart. Source: NTSB Aviation Accident Database Retrieved: 2026-02-12

NTSB Findings

FAA avdata. C = Cause, F = Factor.

• F Aircraft-Aircraft power plant-(general)-(general)-Failure - F
• F Environmental issues-Conditions/weather/phenomena-Temp/humidity/pressure-Conducive to carburetor icing-Effect on equipment - F
• C Aircraft-Aircraft oper/perf/capability-Performance/control parameters-Descent/approach/glide path-Not attained/maintained - C
• — Environmental issues-Conditions/weather/phenomena-Wind-(general)-Effect on operation
• C Personnel issues-Action/decision-Action-Incorrect action performance-Pilot - C