Event ERA14LA360

Factual narrative

On July 26, 2014, about 1545 eastern daylight time, a Ryan Aeronautical ST3KR, N59418, was substantially damaged when it impacted trees and terrain following a total loss of engine power while maneuvering near Panther Creek Airport (17GA), Newnan, Georgia. The private pilot and passenger were seriously injured. Visual meteorological conditions prevailed, and no flight plan was filed for the flight, which departed Cobb County International Airport-McCollum Field (RYY), Atlanta, Georgia, at an unknown time. The personal flight was operated under the provisions of Title 14 Code of Federal Regulations Part 91. A witness stated that the pilot was conducting a "low pass" when the accident occurred. Video footage of the accident obtained from the witness's cell phone showed the accident airplane flying over the runway at 17GA. As it neared the end of the runway and began to climb, a sudden loss of engine power could be heard, and the airplane subsequently descended into the trees from an altitude about 200 feet above ground level. The pilot held a private pilot certificate with ratings for airplane single engine land, instrument airplane, rotorcraft – helicopter, and glider. His most recent FAA first-class medical certificate was issued in August 2012. His most recent flight review was conducted in April 2014. Neither the pilot's total flight time, nor his time in the accident airplane, was determined. The airplane was manufactured in 1942 and registered to the pilot in 1989. It was equipped with a Kinner R5 series, 160-hp, reciprocating, radial engine. The most recent annual inspection, the first since 1996, was completed on June 1, 2014. The accident flight was the first flight after the inspection. The 1555 weather observation at Newnan Coweta County Airport (CCO), located about 10 miles southeast of the accident site, included scattered clouds at 4,500 ft, wind from 260° at 7 knots, temperature 32° C, dew point 22° C, and an altimeter setting of 30.05 inches of mercury. Postaccident examination revealed that both left and right wing fuel tanks had been breached during the accident and contained no fuel. The throttle and mixture controls were found in a mid-range position. The fuel selector was on the "both" position. The wooden propeller hub remained attached to the crankshaft. Both blades were splintered; one blade was separated. The engine turned freely when the propeller was rotated by hand. One spark plug was removed from each of the 5 cylinders, and the plugs exhibited normal wear. Cylinder compression was established using the thumb method on the No. 1, 4, and 5 cylinders. The No. 3 cylinder was impact-damaged. The No. 2 cylinder was intact and undamaged. The valve covers were removed, and it was observed that as the engine was rotated, the intake valve failed to completely close. The valve set screw was observed in an excessively tight position; after readjusting the screw, the intake valve subsequently closed normally and compression was established on the No. 2 cylinder. A review of the airplane's maintenance records revealed that the accident flight was the airplane's first flight following an annual inspection. The private pilot and passenger departed on the personal flight and flew about 35 nautical miles to a private airstrip. A witness reported seeing the airplane conduct a low pass over the runway and then enter a climb. As the airplane climbed through about 200 ft above ground level, the engine experienced a sudden loss of power, and the airplane subsequently descended into trees. Video footage from the witness's cell phone corroborated his statement. Postaccident examination revealed that the engine turned freely by hand when the propeller was rotated, and compression was established on the Nos. 1, 4, and 5 cylinders. No compression was established on the Nos. 2 and 3 cylinders. The No. 3 cylinder was impact-damaged. Examination of the No. 2 cylinder revealed an improperly adjusted intake valve set screw, which prevented the intake valve from closing completely. The No. 2 cylinder set screw was readjusted, and the intake valve subsequently closed normally, and compression was established. However, if the set screw had been set improperly before the flight, the engine problem should have been present throughout the flight rather than developing later in the flight; therefore, the effect of the improperly set screw on the engine performance could not be determined. Source: NTSB Aviation Accident Database Retrieved: 2026-02-12

NTSB Findings

Hierarchical cause / factor breakdown from the FAA bulk avdata database. Each finding tagged C (Cause) or F (Factor).

• C Not determined-Not determined-(general)-(general)-Unknown/Not determined - C
• — Aircraft-Aircraft power plant-Engine (reciprocating)-(general)-Incorrect service/maintenance
• — Environmental issues-Physical environment-Object/animal/substance-Tree(s)-Contributed to outcome