Pearland, TX, USA
N80BH
BUMFORD-ROYER CHRISTEN EAGLE II
The airplane's engine experienced a total loss of power during initial climb, and the pilot subsequently attempted to turn back toward the airport but was unable to reach the airport or a suitable forced landing area. The airplane impacted trees and terrain, resulting in substantial damage to the fuselage and both wings. A large fuel spill occurred, but no postimpact fire ensued. A postaccident examination of the wreckage revealed that a B nut attaching the fuel supply line was only "finger tight" and was able to be loosened with finger pressure. Further, evidence of dye from a fuel stain was observed near the loose B nut. A review of maintenance records revealed that maintenance had recently been performed in that area of the engine; however, when the insufficient torque was applied to the B nut could not be determined.
On April 22, 2012, about 1620 central daylight time, a Bumford-Royer, Christen Eagle II, N80BH, impacted terrain during initial climb at Pearland Regional Airport (LVJ), Pearland, Texas. The pilot was seriously injured and the airplane was substantially damaged. The airplane was registered to Cottonwood Motors of Santa Fe, and operated by the pilot, under the provisions of 14 Code of Federal Regulations Part 91, as a personal flight. Day visual meteorological conditions prevailed and no flight plan was filed. At the time of the accident the airplane was departing from LVJ for a local flight. A witness said the airplane was near the north end of the runway and had climbed to about 300 to 400 feet above ground level when they heard a loss of engine power. Other witnesses reported hearing popping or sputtering soon after the airplane became airborne. After the total loss of engine power the pilot attempted a left turn back toward the airport, but was unable to reach a suitable forced landing area. The airplane impacted trees and the bank of a drainage ditch, resulting in substantial damage to the fuselage and both wings. Emergency responders reported there was a substantial fuel spill, but no postimpact fire. A J. P. Instruments EDM-700 panel-mounted engine monitoring system was removed from the wreckage and examined at the National Transportation Safety Board Recorders Laboratory in Washington, DC. Data downloaded from that unit showed that engine fuel flow (FF) increased about 6 minutes and 50 seconds after the recorded data began, corresponding to the application of takeoff power. There was a decrease in FF and EGT about 30 seconds later which corresponded to the loss of engine power. Data ended after a total of 7 minutes and 30 seconds. A postaccident examination of the wreckage revealed that a "B nut" attaching the fuel supply line to the flow divider was found "finger tight." Further, there was evidence of dye from a fuel stain in the lower surface of the engine crankcase in the area of the fuel supply line. There had been recent maintenance performed in that area of the engine.
A loose B nut on the fuel inlet line due to maintenance personnel’s application of insufficient torque on the nut at an unknown time, which resulted in a fuel leak and a subsequent total loss of engine power during initial climb.
Source: NTSB Aviation Accident Database
Aviation Accidents App
In-Depth Access to Aviation Accident Reports
