L-Bird CCX-2000 N10TA

Summary

On 28 June 2021 at about 17:30 local time, a L-Bird CCX-2000 registered N10TA, operated by TACAero, was involved in an accident near Hood River, Oregon, United States. One person was on board and nobody was injured. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

28 June 2021 at 17:30

Classification

Accident

Location

Hood River, Oregon, United States

Nearest airport

Ken Jernstedt Airfield (4S2)

Coordinates

45.6724, -121.5623

Aircraft

L-Bird CCX-2000

Registration

N10TA

Category

Airplane

Year built

2019

Engines

1

Operator

TACAero

Operating rule

Part 91: General Aviation

Purpose of flight

Flight Test

Phase of flight

Not recorded

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

WPR21LA250

Nobody was injured.

The total loss of engine power due to improper construction of the muffler, which resulted in separation of the internal components.

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

Read the full NTSB narrative

The experimental, amateur-built airplane was retrofitted with an experimental exhaust system that comprised a titanium exhaust header and aluminum muffler. On the first flight with the new exhaust system, the engine lost total power just after takeoff. The pilot performed a forced landing during which the airplane impacted trees, resulting in substantial damage. Examination of the engine revealed that the muffler inner tube failed due to creep fatigue and fractured into several fragments. Components of the muffler included a perforated inner tube, surrounded by fiberglass packing material held in place by five clamps; an outer shell; end caps; and an inlet and exhaust tube, all constructed out of 6061-T6, an aluminum alloy not suited for use above 350°F to 400°F. Any use near or above that temperature will cause additional heat treatment and changes to the properties and performance of the material. The observation of the creep separation indicates that the material was exposed to much higher temperatures than this, likely between 600°F and 1000°F. It is likely that, when exposed to the hot exhaust gasses during takeoff, the fragments, clamps, and fiberglass packing material migrated aft and collapsed the remaining section of the inner tube, which plugged the exhaust port and resulted in a total loss of power. A postaccident test run of the engine without the muffler revealed no anomalies.

Quoted verbatim from the NTSB record.