Franklin GLASAIR II N61RA

Summary

On 12 March 2013 at about 20:30 local time, a Franklin GLASAIR II registered N61RA was involved in an accident near Spanish Fork, Utah, 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

12 March 2013 at 20:30

Classification

Accident

Location

Spanish Fork, Utah, United States

Nearest airport

Spanish Fork-Springville (U77)

Coordinates

40.1425, -111.6642

Aircraft

Franklin GLASAIR II

Registration

N61RA

Category

Airplane

Year built

1994

Engines

1

Operator

Not recorded

Operating rule

Part 91: General Aviation

Purpose of flight

Personal

Phase of flight

Not recorded

Route

Las Vegas → Spanish Fork

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

WPR13LA147

1 person had minor injuries.

A loss of engine power due to fuel starvation, which likely resulted from air being introduced into the fuel system through the worn shaft of an electric fuel boost pump.

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

Read the full NTSB narrative

During the en route portion of the flight, the airplane experienced fuel flow problems, which were temporarily alleviated when the fuel system boost pump was on the high-boost setting. As the pilot neared the destination airport, he reduced the engine power; the engine experienced a total loss of power. The pilot performed a forced landing in a field about 1,500 feet from the runway. During the landing roll, the airplane nosed over inverted, and the wings separated from the fuselage. The postaccident examination of the airplane revealed that the electric boost pump would operate when the high-boost switch was selected. However, when the low-boost switch was selected, it would not operate due to a malfunctioning resistor. The significance of the anomalies with the electric boost pump on the overall fuel flow to the engine is unknown because the engine-driven fuel pump was functionally tested and was capable of providing adequate fuel delivery. Further testing revealed that when the electric boost pump was turned off and under suction, as would occur when the engine-driven pump was trying to draw fuel without the use of the electric boost pump, the electric boost pump introduced air into the fuel system through the worn shaft on the pump. The air would likely hinder the engine-driven pump from producing enough suction and starve the engine of fuel.

Quoted verbatim from the NTSB record.