N86WB

On July 13, 1998, at 1645 eastern daylight time, a homebuilt Piel Emeraude, N86WB, was substantially damaged during a forced landing after a loss of engine power near Hillsville, Virginia. The certificated airline transport pilot received minor injuries. Visual meteorological conditions prevailed for the personal flight that originated at Elkin, North Carolina (ZEF), at 1615, destined for Clarksburg, West Virginia (CKB). A visual flight rules flight plan was filed for the flight conducted under 14 CFR Part 91.

According to a Federal Aviation Administration (FAA) Aviation Safety Inspector, the pilot reported he had just purchased the airplane and was flying it to his home base at CKB. In cruise flight at 3,500 feet, the pilot attempted to adjust the mixture and encountered increasing and decreasing engine power. According to the Inspector's report:

"After readjusting the mixture to a full rich setting and applying full carburetor heat, the pilot stated that the engine speed recovered to 2400 RPM for a short time before decreasing again to approximately 800 RPM without any inputs to the throttle, mixture, or carburetor heat controls. [The] pilot stated that after the second decrease in engine RPM, he made a decision to find a suitable landing area."

During the approach to a field the airplane's propeller struck a power line. After touchdown, the airplane continued approximately 300 to 400 feet before it struck a fence and several trees.

Examination of the wreckage was conducted by an FAA Inspector at the site. Control continuity could not be established due to impact damage. According to the Inspector's report:

"Initial examination of the aircraft engine revealed continuity of engine movement from the front of the crankshaft to the accessory drive and spark plugs in good condition...A fuel sample was obtained from the fuel strainer drain revealing large amounts of scale type debris. Upon removing the fuel strainer bowl, extreme amounts of scale type debris of a rust and dirt nature was discovered."

In a telephone interview, the FAA Inspector said, "We pulled the fuel strainer and it looked like someone dumped their coffee grounds in there."

In a written statement, the Inspector stated:

"For N86WB, the last condition inspection recorded was performed on May 15, 1998, with 453 total airframe hours being reported at that time, 4.5 airframe hours prior to the accident. The inspection was performed by an FAA certificated airframe and powerplant (A & P) mechanic...the mechanic should have detected the fuel system contamination if he had indeed performed the inspection in accordance with the criteria of Title 14 CFR Part 43 Appendix D..."

In a subsequent written statement, the Inspector stated:

"[The previous owner] stated he performed the annual condition inspection but forged [an A & P mechanic's] signature because he does not possess a Repairman Certificate or an Airframe and Powerplant Certificate authorizing him to approve the aircraft for return to service."