N17DR

HISTORY OF FLIGHTOn July 12, 2018, about 1042 eastern daylight time, an experimental, amateur-built Rutan Defiant airplane, N17DR, was substantially damaged in an accident near Robertson Field Airport (4B8), Plainville, Connecticut. The private pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

According to a receipt recovered from the wreckage, the pilot purchased 20 gallons of 100 low lead aviation gasoline the day before the accident.

A GoPro camera was mounted on the left, rear wing, facing aft over the trailing edge. The camera had a view of a portion of the wing and the top of a flight control surface. Scenery behind the airplane indicated that the airplane was parked on the ramp on the west side of runway 2. About 1030, a voice was heard yelling, "clear prop," and an engine could be heard starting. About 2 minutes later, the second engine was started. The pilot began to taxi the airplane to the runway at 1033. After noises consistent with engine runup and magneto checks on both engines, the pilot taxied onto the runway and began the takeoff roll about 1037.

The airplane became airborne near the 1,000 ft markers on the runway. As the airplane climbed, its flight path moved immediately to the left of the runway centerline. The pilot then corrected back to the runway centerline, and the airplane subsequently moved to the right of the centerline. About 1 minute after takeoff, the pilot initiated a left turn onto the crosswind leg of the traffic pattern for runway 2. The airplane continued onto a left downwind, followed by a left base leg for runway 2. About 1041, the airplane crossed over the runway 2 threshold. At that point, the pilot initiated a go-around and the engine noise increased. The airplane was noticeably left of the runway centerline as it climbed away from the runway threshold.

The airplane continued to track more than 60° left of the runway centerline and continued in an erratic, primarily descending, left turn. Engine power was audible; engine noise was generally consistent with at least one engine producing power. The airplane continued in a steep left descending turn, at times estimated to be more than 60° of bank. Engine noise lessened as it descended over a housing development. The airplane impacted the ground about 1042. First responders arrived at the site about 6 minutes later.

A witness reported that he was on the ramp at 4B8 preparing for an instructional flight. He saw the accident airplane climb out from runway 2 and immediately veer to the left. The airplane was 150-200 ft above the ground near the fixed base operator. The airplane continued in a steep left bank until it disappeared below the horizon and crashed. He may have heard at least one engine operating at the time of the accident. There was no smoke trailing the airplane.

Another witness was in his kitchen with the sliding glass door open. He heard a low-flying airplane, then went outside and saw the airplane flying directly over his condo. The airplane appeared to be in a "downward descent" about 40 ft above the ground. The airplane then banked hard to the left such that he could see the underside of the airplane. He then heard a loud crash; however, he did not see the impact. PERSONNEL INFORMATIONThe pilot's multi-engine rating was valid for the Rutan Defiant only. The pilot was listed in Federal Aviation Administration (FAA) airworthiness records as one of the builders of the airplane. AIRCRAFT INFORMATIONThe engine service times could not be determined by the aircraft maintenance records. The forward engine was originally delivered with a carburetor; however, an aftermarket fuel injection system was added before installation on the airframe. According to the engine logbook, the engine had accumulated 4,421 hours as of September 21, 2000; no overhaul information was available. At the time of installation on the accident airplane on July 10, 2004, the logbook entry indicated 30.3 hours time in service.

The aft engine was carbureted. When installed on July 10, 2004, the logbook entry indicated 1,009 hours since major overhaul; the total time in service was not recorded. METEOROLOGICAL INFORMATIONAccording to the carburetor icing probability chart in FAA Special Airworthiness Information Bulletin CE-09-35, Carburetor Icing Prevention, dated June 30, 2009, the temperature/dew point at the time of the accident was conducive to the development of serious carburetor icing at glide power. AIRPORT INFORMATIONThe engine service times could not be determined by the aircraft maintenance records. The forward engine was originally delivered with a carburetor; however, an aftermarket fuel injection system was added before installation on the airframe. According to the engine logbook, the engine had accumulated 4,421 hours as of September 21, 2000; no overhaul information was available. At the time of installation on the accident airplane on July 10, 2004, the logbook entry indicated 30.3 hours time in service.

The aft engine was carbureted. When installed on July 10, 2004, the logbook entry indicated 1,009 hours since major overhaul; the total time in service was not recorded. WRECKAGE AND IMPACT INFORMATIONThe airplane collided with upsloping terrain inside a city-owned landfill about 0.4 mile southwest of the airport center. The wreckage path was oriented on a 150° heading and was about 105 ft long and about 25 ft wide. The airplane came to rest on a 060° heading. There was no fire.

Flight control continuity was established from the aft-mounted wing/rudder assembly control surfaces to the cockpit. The left wing spar was broken and pushed aft about 20° at the outboard junction with the left fuel tank; however, the wing remained attached by fiberglass skin. The right wing remained attached to the fuselage. Control surface continuity from the forward-mounted canards to the cockpit was not established due to postimpact damage. The left elevator was separated from the canard during the accident sequence. The right canard and elevator remained attached to the fuselage.

The nose landing gear was separated during the impact sequence. The left and right main gear struts remained attached to the fuselage. The right main gear tire remained attached to the right strut; the left main gear tire separated during the accident sequence and was located adjacent to the left wing tip.

The left and right fuel tank selector handles were in the OFF positions; however, first responders reportedly turned them off and removed the battery. Both fiberglass main fuel tanks were breached. A total of 2 gallons of clean, blue-colored fuel was recovered from the tanks. Both fuel filler caps were secure, and the seals were pliable and undamaged.

The forward engine partially separated from the fuselage, remaining attached by wires, cables, and hoses. The propeller hub remained attached to the engine. The wooden blades shredded and splintered during the impact sequence and were found in several areas of the wreckage path. The engine was not examined on scene due to the inaccessibility of the wreckage.

The aft engine remained attached to the fuselage and the engine mount was uncompromised. The propeller remained attached to the crankshaft. The wooden blades were undamaged except for superficial, non-rotational scratches. The engine was not examined on scene due to the inaccessibility of the wreckage.

The front left 3-point seat belt remained attached to its buckles. The anchor was pulled away from the fiberglass wall by impact forces.

The wreckage was recovered to a secure storage facility for additional examination of the engines and propellers.

Forward Engine

As first viewed, the forward engine was missing the oil filter assembly, oil dipstick, and a portion of the engine-driven fuel pump. The fuel servo was detached from its mount and hanging by its fuel-carrying lines below the engine.

The engine was equipped with an aftermarket, experimental fuel injection system. The airflow performance system was comprised of a flow divider that was securely installed to the top of the engine, fuel injection nozzles in each cylinder, and a fuel servo that was found impact-separated from the lower side of the engine but remained attached to its fluid-carrying lines.

The engine-driven fuel pump was impact-separated from the rear of the engine. The fuel pump mating flange remained securely installed with its attaching hardware; however, the lower half of the pump body was separated.

The magnetos were both found secured to the engine with some impact damage noted. After removal, both magnetos produced spark at all points when rotated manually using an electric drill. The ignition harness exhibited impact damage and was not tested.

The spark plugs for the Nos. 1 and 3 cylinders displayed carbon fouling signatures; the spark plugs for the Nos. 2 and 4 cylinders had normal signatures when compared to a Champion Check-a-Plug chart.

The oil filter and oil filter adapter were fractured from the accessory housing and missing.

Minor impact damage was noted on the rocker box covers and induction and exhaust pipes. The airbox was crushed upwards and into cylinder No. 2.

Thumb compression was confirmed on all cylinders when the crankshaft was rotated by hand with the top spark plugs removed. Continuity was confirmed throughout the engine, including the valve train and accessory sections. A lighted borescope inspection of all cylinders was unremarkable.

Fuel injection nozzles were found installed in each cylinder with corresponding injection lines securely installed. The nozzles were removed, inspected, and found to be unobstructed.

Aft Engine

As first viewed, the aft engine was found attached to its engine mount, which was attached to the rear firewall. The engine mount showed signs of impact damage with various bends. The engine mount was cut to allow engine separation for examination purposes.

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