S Fl Ultralights CAPELLA CLASSIC N82536

Summary

On 19 September 2003 at about 16:15 local time, a S Fl Ultralights CAPELLA CLASSIC registered N82536 was involved in an accident near Port Charlotte, 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

19 September 2003 at 16:15

Classification

Accident

Location

Port Charlotte, Florida, United States

Coordinates

26.9739, -82.2239

Aircraft

S Fl Ultralights CAPELLA CLASSIC

Registration

N82536

Category

Airplane

Engines

1

Operator

Not recorded

Operating rule

Part 91: General Aviation

Purpose of flight

Personal

Phase of flight

Not recorded

Route

Punta Gorda → Punta Gorda

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

MIA03LA186

1 person had minor injuries.

The loss of engine power for undetermined reasons and the unsuitable terrain encountered by the pilot during the forced landing resulting in the airplane cart wheeling and subsequent substantial damage.

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

Read the full NTSB narrative

The pilot stated that he preflighted the airplane which included checking the fuel tanks for contaminants; none were reported. He then started the engine and taxied the airplane to a fixed base operator (FBO) were 5 gallons of 100 low lead fuel were added to each wing fuel tank which already contained about 3-4 gallons of automotive fuel. After fueling, he again checked the fuel tanks for contaminants; none were found. He started the engine, taxied to the runway, and performed an engine run-up before departure, no discrepancies were noted. He applied power, climbed to 20 feet above ground level, then landed on the remaining portion of the runway; there was no problem with the engine or airplane that caused him to land. He elected to depart from the same runway, and applied power from the spot where the airplane had been stopped from the previous landing. After takeoff, the flight remained in the traffic pattern where he performed two touch-and-go landings. After takeoff from the second, the flight proceeded away from the airport and approximately 20 minutes later when flying at 1,000 feet, the engine rpm dropped from 4,900 to 1,900. Attempts to restore engine power by cycling each fuel selector valve which had been in the "on" position, pumping the throttle, and checking the magnetos were unsuccessful in restoring engine power. He maneuvered the airplane for a forced landing which occurred in a vacant lot. After touchdown, the airplane cart wheeled coming to rest upright in a shallow retention pond with the fuselage resting on the right wing, and a section of the left wing separated. Initial examination of the engine at the accident site by an FAA airworthiness inspector revealed no fuel at the mechanical fuel pump. Additionally, he did not smell fuel at the scene. The airplane was recovered for further examination. Examination of the engine by a representative of the engine manufacturer and a FAA airworthiness inspector approximately 1 week after the accident revealed the gascolator was found to contain fluid contaminated with water. Examination of the carburetor bowls revealed evidence of long term contamination by dirty fuel and water beading. The fuel slides of each carburetor was noted to be installed incorrectly related to indexing the slide to the throttle bore. Examination of the oil system revealed no evidence of oil starvation. Impact damage was noted to the propeller. At a later date the engine was installed on a test stand and impact damaged components necessary for the attempted engine run were replaced. The engine was started and operated to 90 percent rated power with crushed exhaust pipes and no engine coolant. A noticeable vibration was noted during the engine run.

Quoted verbatim from the NTSB record.