| Crash location | 38.016945°N, 122.520834°W |
| Nearest city | San Rafael, CA
37.973535°N, 122.531087°W 3.1 miles away |
| Tail number | N762S |
|---|---|
| Accident date | 13 Oct 2011 |
| Aircraft type | Spink Robert M Pietenpol Aircamper |
| Additional details: | None |
HISTORY OF FLIGHT
On October 13, 2011, about 1615 Pacific daylight time, an experimental amateur-built Pietenpol Aircamper, N762S, force landed after a loss of engine power during takeoff from San Rafael Airport, San Rafael, California. The pilot was operating the airplane under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91. The student sport pilot, sole occupant, was not injured. The airplane sustained substantial damage. The local flight departed San Rafael at 1614. Visual meteorological conditions prevailed, and no flight plan had been filed.
Prior to departure, the pilot performed an uneventful carburetor heat and magneto check. He intended to perform practice touch-and-go landings, and during the takeoff climb, the engine speed reduced to idle. He cycled the throttle control, and the engine sputtered. After performing troubleshooting steps, he was unable to increase the engine power. As the airplane began to descend, the pilot maneuvered it under a set of power transmission lines, and performed a forced landing into a marsh. The airplane sustained substantial damage to the lift struts and wings during the accident sequence.
The airplane was of the high-wing parasol type, and was equipped with a Continental O-200 series engine, which was recently installed, and had accrued 23.5 flight hours since overhaul. The airplane was built in 1991, and purchased by the pilot in June 2011.
A fire chief who responded to the accident site, reported that fuel was present in the fuel tank. The airplane was recovered, and an examination was performed by a Federal Aviation Administration (FAA) inspector. Fuel was present in the gascolator, which was free of water. The engine controls were continuous from the cabin through to their respective engine fittings. The carburetor air induction system was free of obstructions; the magnetos were intact, and remained firmly attached to their mounting pads.
Airplane disassembly revealed that the fuel tank screen had been installed over the fuel sump outlet, instead of the fuel line outlet. The elbow fitting below the fuel supply line was subsequently examined, and appeared to be partially occluded with debris. The fitting was examined by the NTSB investigator-in-charge, and contained two 1/4-inch-long epoxy-like fragments, and a wad of material similar in appearance to Teflon pipe sealing tape.
A total loss of engine power during the takeoff climb due to fuel starvation, which resulted from the incorrect installation location of the fuel tank supply line screen that allowed debris to partially block the fuel supply line.