Cambridge, NE, USA
N248H
Havir Avid Flyer
The airplane was destroyed when it impacted terrain during a forced landing. According to the pilot rated passenger, there were no problems with the airplane during the run-up. During initial climb through 200-300 feet above ground level, there was a gradual loss of all engine power. The passenger stated that there was no rotation of the propeller. The pilot then turned the airplane back towards the airport, but they did not have enough altitude to reach the runway. The passenger reported that he did not know if they were stalled but said they were coming down at a steep descent. Examination of the engine revealed that the cylinder walls exhibited scoring consistent with repetitive thermal seizures. The manufacturer recommends that the engine be overhauled every five years or 300 hours. The last entry relating to the engine's conditional inspection stated that the owner understood this recommendation. The engine exceeded the recommended time to be overhauled. The pilot's last logbook entry dated about a year before the accident indicated a total flight time of 242.6 hours, of which 47.4 hours were in the accident aircraft.
On January 13, 2003, at 1434 central standard time, a Havir Avid Flyer, N248H, owned and piloted by a private pilot, was destroyed on impact with terrain during a forced landing near Cambridge Municipal Airport (CSB), Cambridge, Nebraska. Visual meteorological conditions prevailed at the time of the accident. The 14 CFR Part 91 personal flight was not operating on a flight plan. The pilot was fatally injured, and the passenger received minor injuries. The local flight originated from CSB approximately 1415. According to a statement given by the pilot-rated passenger, the pilot had been flying in the accident aircraft earlier that day. He stated the pilot had not flown a "whole lot" prior to the accident. The passenger stated that they taxied to runway 32 and preformed a run-up. According to the passenger, the pilot checked the magnetos, fuel pressure, and aileron control. The passenger stated the power was advanced to 3,000 RPM or what was described as the top of the center gauge. According to the passenger, there were no problems with the airplane during the run-up. The pilot-rated passenger also stated that they departed runway 32 and during initial climb through 200-300 feet above ground level, the engine gradually lost total power. The passenger stated that the propeller completely stopped and there was no rotation. The pilot turned the airplane back towards the airport, but they did not have enough altitude to return to the airport. The passenger reported that he did not know if they were stalled but said they were coming down at a steep descent. The airplane came to rest approximately 450 feet from the approach end of runway 14. The pilot, age 43, held a private pilot certificate with a single-engine land airplane rating. He was issued a third class airman medical certificate with no limitations on August 27, 2001. Endorsements found in the pilot's flight log indicated that his last biennial flight review was received on September 19, 2001. The last logbook entry was dated February 14, 2002, and it indicated a total flight time of 242.6 hours of which 47.4 hours were in the accident airplane. Examination of the wreckage by the Federal Aviation Administration confirmed flight control continuity to the controls. The engine was disassembled and examined. The cylinder walls exhibited scoring consistent with repetitive thermal seizures. The 1993 Havir Avid Flyer, serial number 438003, received an experimental airworthiness certificate on September 2, 1993, and was registered to the pilot on February 15, 2002. The airplane was powered by a Bombardier Rotax type 618 engine, serial number 438003, which accumulated a total time of 91 hours. A logbook entry dated November 8, 1996, stated that the original engine was replaced with a Rotax type 618 engine. This engine received its last conditional inspection on December 21, 2001, at a total time of 51 hours. The logbook entry dated December 21, 2001, states "owner understands engine should be overhauled [in accordance with] Rotax instructions due to calendar time 5 yrs or 300 hrs." Page 4 of the Rotax, Preliminary Operator's Manual Engine Type 618 UL DCDI states: "DANGER! This engine, by its design, is subject to sudden stoppage! Engine stoppage can result in crash landings. Such crash landings can lead to serious bodily injury or death. Never fly the aircraft equipped with this engine at locations, airspeeds, altitudes, or other circumstances from which a successful no-power landing cannot be made, after sudden engine stoppage." The manual also states: " Warning! This is not a certified aircraft engine. It has not received any safety or durability testing, and conforms to no aircraft standards. It is for use in experimental, uncertified aircraft and vehicles only in which an engine failure will not compromise safety. User assumes all risk of use, and acknowledges by his use that he knows this engine is subject to sudden stoppage." The Federal Aviation Administration’s Final Forensic Toxicology Fatal Accident Report reported the following: atropine detected in liver and serum and midazolam detected in blood. These drugs are typically used by emergency medical personnel.
The inadvertent stall by the pilot following a total loss of engine power and the seizure of the engine. A factor to the accident was the engine overhaul not performed in accordance with the manufacturer's recommendations.
Source: NTSB Aviation Accident Database
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