Easler Kelly RANS S6ES N26PP

Summary

On 2 December 2010 at about 20:22 local time, a Easler Kelly RANS S6ES registered N26PP, operated by Michael Bowden, was involved in an accident near St. Augustine, Florida, United States. One person was on board and one had minor injuries. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

2 December 2010 at 20:22

Classification

Accident

Location

St. Augustine, Florida, United States

Nearest airport

Saint Augustine Airport (SGJ)

Coordinates

29.9594, -81.3397

Aircraft

Easler Kelly RANS S6ES

Registration

N26PP

Category

Airplane

Engines

1

Operator

Michael Bowden

Operating rule

Part 91: General Aviation

Purpose of flight

Personal

Phase of flight

Not recorded

Route

St. Augustine → St. Augustine

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

ERA11LA079

1 person had minor injuries.

A total loss of engine power during initial climb for undetermined reasons.

Quoted verbatim from the NTSB record. This site does not paraphrase or interpret it.

Read the full NTSB narrative

The accident flight was the first flight after the experimental light sport airplane's engine was removed and replaced. During initial climb, the engine experienced a partial power loss, followed by a total loss of power. During the emergency glide back to the airport, the airplane struck utility wires just prior to the runway. The wreckage was recovered and stored outside, unattended at the airport. Several weeks later, examination of the engine revealed no mechanical discrepancies that would have prevented normal operation. Following the examination, the engine was started and ran uninterrupted. The airplane owner stated that during engine installation, the mechanic routed the carburetor vent lines upward and tie-wrapped them at the top of each carburetor. The owner further stated that someone must have tampered with the wreckage, as the carburetor vent lines were found routed downward when the engine examination was conducted. The owner subsequently provided a blurry photograph of the engine during installation, prior to the accident, which showed the carburetor vent lines routed upward and tie-wrapped. The engine manufacturer confirmed that upward routing of the lines into an area of positive static pressure could result in fuel starvation. The mechanic stated that it did not matter if the carburetor vent lines were routed upward or downward and he could not remember which way he routed them on the accident airplane. He further stated that the installation manual did not specify if the lines should be routed upward or downward. Review of Rotax installation manual excerpts, provided by the mechanic, revealed: "15) Carburetor...CAUTION: The float chamber venting lines (3) lines have to be routed in a ram-air and vacuum free zone or into the airbox, according to the requirements and release of BRP-Rotax...These lines must not be routed into the slipstream or down the firewall...15.1.1) Drainage piping on airbox and drip trays...WARNING...Route the lines with a continuous decline." A low fuel level was found in the carburetor float bowl and the mechanical fuel pump, which was consistent with a possible fuel issue that included incorrect carburetor vent hose routing as stated by the airplane owner.

Quoted verbatim from the NTSB record.