NTSB Factual Report

On October 15, 2015, about 1300 eastern daylight time, an experimental; amateur built Titan Tornado; N4070F, was substantially damaged during a forced landing following a total loss of engine power near Mitchells, Virginia. The private pilot was not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight conducted under the provisions of Title14 Code of Federal Regulations Part 91. The flight departed Warrenton-Fauquier Airport (HWY), Warrenton, Virginia, about 1235.

According to the pilot, after performing a preflight inspection on the airplane and receiving the weather via HWY's automated weather observation system, he departed from runway 33. After departure he turned to 240 degrees, and climbed to approximately 2,000 feet above mean sea level (msl). He flew outbound from the airport for about 35 minutes and then turned around to head back to HWY. He climbed up to 2,500 feet msl, and approximately 5 minutes after turning back to the airport, the engine suddenly "lost power, ran rough" and he could not maintain level flight. The Coffeewood Correctional Center was at his "4 O'clock" position and he believed that it presented the best available landing site, so he turned towards it. He then maneuvered the airplane to line the airplane up with the entrance road to the prison.

The descent was "quite rapid" and there was an automobile entering the prison on the road in front of him. I glided over the car and then made a "very quick descent" to the road surface to avoid striking a set of powerlines which crossed the road. After touchdown, he attempted to stay on the roadway but there was "a dogleg" to the left, and the airplane was unable to follow it. The airplane then departed the pavement on the right side of the road, struck a shallow drainage ditch, and then struck the prison fence with the right wingtip. The airplane then spun 180 degrees, and came to rest with the left wing against the fence.

Examination of the airplane revealed that it was substantially damaged. The wingtips displayed impact damage, the right main landing gear was separated from its mounting location, the stabiliator was bent, and the wheel pant for the nosewheel had been separated from its mounting location.

Examination of the engine revealed that the No.1, No.2, and No.4, cylinder s, pushrods, barrels, pistons, and connecting rods revealed no evidence of any preimpact anomalies or failures which would have precluded normal operation of the engine. However, examination of the No. 3 cylinder revealed that significant damage had occurred internally, as the cylinder head dome displayed multiple areas of impact damage, and the intake valve head was missing. Examination of the No.3 cylinder also revealed numerous metal fragments and that the piston had broken up and pieces of it were lying in the bottom of the cylinder. The pieces displayed evidence of impact damage and fracturing. The No. 3 connecting rod was visibly connected to the crankshaft but, it displayed areas of bending. Examination of the exhaust system also revealed that part of the piston ring had been captured in the muffler.

According to Federal Aviation Administration (FAA) and pilot records, the pilot held a sport pilot certificate. He reported that he had accrued 565 total hours of flight experience, of which, 368 hours were in the accident airplane make and model.

According to FAA and maintenance records, the airplane's special airworthiness certificate was issued on June 7, 2007. The airplane's most recent conditional inspection was completed on June 28, 2015. At the time of the accident, the airplane had accrued 388 total hours of operation, and the engine had accrued 136.3 total hours of operation.

The No.3 cylinder head and portions of the No.3 piston were retained by the NTSB for further examination.