NTSB Factual Report

On March 21, 2015, about 1115 mountain standard time, a McCurry F-1 Rocket, N747MC, sustained substantial damage during a forced landing following a loss of engine power while on final approach to the Sedona Airport (SEZ), Sedona, Arizona. The airplane was registered to Steelesky Ltd., and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. The private pilot, who was seated in the front seat, and the airline transport rated pilot, who was seated in the rear seat, were seriously injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight. The cross-country flight originated from Prescott, Arizona, about 20 minutes prior to the accident.

In a written statement to the National Transportation Safety Board (NTSB) investigator-in-charge (IIC), the front seat pilot reported that following an uneventful flight, they announced their intentions for an entry to the airport traffic pattern on a wide left base for runway 03. Upon turning final and establishing an approach angle utilizing the Visual Approach Slope Indicator (VASI), he added power to maintain the glide slope with no response noted. The pilot adjusted the mixture to rich and back to lean, increased the throttle, and advanced the propeller control full forward with no response noted. The pilot stated that they were below the glideslope for the runway, and were unable to make it to the airport. Following a turn away from the airport, the pilot continued to troubleshoot by switching fuel tanks, verifying the ignition system, mixture, and fuel quantity levels, and noted that the engine remained running, however, at a power setting of about 1,200 to 1,300 revolutions per minute (RPM). The pilot initiated a forced landing to a nearby road, and during the landing roll, struck desert vegetation and came to rest upright about 1 mile southwest of the airport.

Postaccident examination of the airplane by local law enforcement revealed that the right wing and fuselage were structurally damaged. The wreckage was recovered to a secure location for further examination.

Examination of the recovered airframe by the NTSB IIC and representatives from the Federal Aviation Administration and Lycoming Engines revealed that the fuselage aft of the rear seat was separated to facilitate wreckage transport. The engine was separated from the engine mount. The left and right wings remained attached to the fuselage. The left wing fuel tank was breeched, consistent with impact damage. The right fuel tank was intact and undamaged. Residual fuel was observed in the right wing fuel tank, and was blue in color. The left wing outlet fuel line was displaced from an inline fuel filter. Compressed air was applied to the engine fuel supply line from the firewall, and continuity of the fuel system was obtained for both the left and right fuel tanks. Throttle, mixture, and propeller control continuity was established from the cockpit controls forward to the firewall where the cables were cut by wreckage recovery personnel. External power was applied to the airframe fuel boost pump, and the pump appeared to be functioning.

The engine was separated and intact. The left magneto, propeller governor, alternator, starter, fuel pump, and propeller remained attached to the engine. The throttle body fuel control unit was separated, and exhibited impact damage. All cylinders remained attached to the crankcase. The top spark plugs and cylinder rocker box covers were removed. The crankshaft was rotated by hand using the propeller. Rotational continuity was established throughout the engine and valve train. Thumb compression and suction was obtained on all six cylinders. Equal movement was observed on all of the intake and exhaust valve rocker arms.

Magneto to engine timing was verified for the left magneto. The magneto had impulse coupling engagement when the propeller was rotated by hand. All of the left magneto leads were attached to the bottom spark plugs on all six cylinders. The magneto was removed and the drive shaft was rotated by hand. Spark was observed on all six posts. The airplane was equipped with an electronic ignition system (in place of the right magneto).

The throttle body fuel control exhibited impact damage. The throttle plate was in the closed position. The throttle plate interconnect was impact damaged and separated. The internal diaphragm was intact and undamaged. The fuel screen was free of debris. The throttle control arm exhibited impact damage, and the shaft appeared bent, and spacing was observed between the throttle arm engagement teeth. The throttle arm secure nut was intact and not loose. When the throttle arm was rotated by hand, the throttle plate shaft initially did not rotate. Further rotation of the throttle arm resulted in the throttle plate shaft partially rotating. The throttle arm was removed, and both sides of the throttle arm teeth appeared to be intact. It could not be determined if impact damage resulted in the disengagement of the throttle arm.

The fuel flow divider was intact and undamaged. The internal diaphragm and spring were intact and undamaged. The screen was free of debris. All of the fuel lines to the fuel injectors were intact and undamaged. The fuel injectors were removed, and found free of debris.

The engine driven fuel pump was intact. All internal components were intact and undamaged.

The propeller governor was removed, and found intact. The drive shaft rotated freely by hand. The control lever moved stop to stop by hand.

NTSB Probable Cause

The partial loss of engine power during final approach for reasons that could not be determined during postaccident examination of the engine.