NTSB Factual Report

On June 10, 2007, approximately 1500 Pacific daylight time, a Piper PA-28-161 airplane, N130RJ, sustained substantial damage following an engine fire during the landing roll at the Redlands Municipal Airport (L12), Redlands, California. The certificated flight instructor and his student pilot were not injured. The airplane was registered to and operated by Rainbow Air Academy, Inc., of Long Beach, California. Visual meteorological conditions prevailed for the instructional flight, which was operated in accordance with 14 CFR Part 91, and a flight plan was not filed. The flight originated from Daugherty Field, Long Beach, California, at 1400.

According to a statement submitted on June 13, 2007 to the NTSB investigator-in-charge (IIC), the flight instructor reported that on the cross-country flight the airplane performed normally, with all engine indications being normal and functioning properly, "...although the fuel pressure seemed slightly low to me, it was still within the green arc." The flight instructor stated that upon arriving at L12 and turning from base leg to final approach he noticed a power loss, at which time he took over the controls from the student pilot. The flight instructor further stated, "...I immediately pulled the power to idle in an attempt to prevent further damage and performed the landing. Upon touchdown and rollout the motor became very rough and quit, at which time [the student pilot] witnessed flames coming from his side of the aircraft cowling." The flight instructor reported that he didn't see any flames but did observe smoke coming out of the cowling, which appeared to be light gray in color,"...so I assumed a possible fuel or intake fire and attempted a 'hot start' after rolling safely off the runway surface onto taxiway A3." The pilot further reported that he performed the "hot start" procedure [again] in an attempt to "pull the fire back into the motor," but "...that did not seem to remedy the situation, as smoke began to build and I saw flames then coming from my side of the cowling as well." The flight instructor stated that he then elected to perform the emergency shutdown procedure, turning off the fuel supply and all electrical before evacuating the airplane.

On July 12, 2007, two days after the accident, a Federal Aviation Administration (FAA) airworthiness inspector assigned to the FAA's Riverside Flight Standards District Office, Riverside, California, reported to the IIC that the firewall and all 4 engine mounts had sustained structural damage as a result of heat distress. The inspector further reported that he observed the operation of the electric fuel pump, which resulted in "fuel pouring out the bottom of the carburetor. The electric fuel pump operated normally."

On September 6, 2007, under the supervision of the NTSB IIC, the carburetor was flow tested and disassembled at the facilities of Precision Airmotive, Marysville, Washington. The Precision engineer conducting the tests revealed the following in his Flow Test Results: "Unit was initially installed on a flood rack to test for float and float valve function. The unit did flood and drain fluid through the throat until tapped lightly, then it would hold fuel pressure. The unit was then tested on the flow bench. See attached flow sheet." The engineer reported under the Float section of the report: "Height: .245 inches both sides, drop: approximately .3 inches. Brass float, P/N CF 30-766, retractor clip holding needle tightly against float tab. Hinge pin has very little wear/slop in float hinge." The engineer also reported in the carburetor Throttle Body/Bowl was charred/blackened, and in the Additional Observations section that the carburetor was blackened inside and out. (Refer to the attached Precision Airmotive report for a detailed description of the examination.)

The FAA Principal Maintenance Inspector assigned to the Flight Standards District Office located in Long Beach, California, who provides oversight of the operator, reported to the IIC that on June 8, 2007, two days prior to the accident, a company certificated airframe and powerplant mechanic had installed an incorrect electric fuel pump on the aircraft. The mechanic installed a Facet 478360E electric fuel pump; the correct fuel pump should have been a Facet 478360 electric fuel pump. The inspector further stated that the electric fuel pump installed had a statement on the purchase invoice that stated, FOR EXPERIMENTAL AIRCRAFT USE ONLY. The statement was dated June 5, 2007.

NTSB Probable Cause

The restriction of the carburetor float as a result of a misadjusted retractor clip. A contributing factor was the fire.