Date: Tuesday 10 October 2023
Time: c. 11:35
Type:
Van's RV-8
https://kutv.com/news/local/multiple-fi ... enterville
age 43, too young, he was still needed
Owner/operator: Private
Registration: N75RT
MSN: 83050
Fatalities: Fatalities: 1 / Occupants: 1
Aircraft damage: Substantial
Location: Centerville, UT - United States of America
Phase: Unknown
Nature: Unknown
Departure airport:
Destination airport:
Confidence Rating: Information is only available from news, social media or unofficial sources
Narrative:
A Van's RV-8 experimental aircraft crashed under unknown circumstances at Centerville, Utah. The pilot suffered fatal injuries.
RV8 - Final Report - N75RT
RV8 - Final Report - N75RT
Last edited by A2022 on Sat Oct 11, 2025 6:14 am, edited 1 time in total.
Steve Melton
N531EM, RV9A, Superior O-320, WW 200RV prop, Slick mags, CHT 330F, EGT 1300F, B&C, 1300+ hours
Freedom and Democracy are all that really matter.
Ride a bike, unlock the world.
https://www.rvplasticparts.com/
N531EM, RV9A, Superior O-320, WW 200RV prop, Slick mags, CHT 330F, EGT 1300F, B&C, 1300+ hours
Freedom and Democracy are all that really matter.
Ride a bike, unlock the world.
https://www.rvplasticparts.com/
Re: RV-8 down, 1 dead
reasonable accident analysis by amateurs. not official NTSB analysis.
he mentioned the fun factor of the RV8 being way up. it struck me that yes, both the fun factor and the anxiety factor were way up for this flight and how it is possible to have both extreme feelings on the same flight. it makes me wonder if the fun factor and anxiety, polar opposites, are linked in some way and the psychology of that.
https://youtu.be/Tn-Z0Ltbtng?si=8u-nGEm40bAfgrIZ
he mentioned the fun factor of the RV8 being way up. it struck me that yes, both the fun factor and the anxiety factor were way up for this flight and how it is possible to have both extreme feelings on the same flight. it makes me wonder if the fun factor and anxiety, polar opposites, are linked in some way and the psychology of that.
https://youtu.be/Tn-Z0Ltbtng?si=8u-nGEm40bAfgrIZ
Steve Melton
N531EM, RV9A, Superior O-320, WW 200RV prop, Slick mags, CHT 330F, EGT 1300F, B&C, 1300+ hours
Freedom and Democracy are all that really matter.
Ride a bike, unlock the world.
https://www.rvplasticparts.com/
N531EM, RV9A, Superior O-320, WW 200RV prop, Slick mags, CHT 330F, EGT 1300F, B&C, 1300+ hours
Freedom and Democracy are all that really matter.
Ride a bike, unlock the world.
https://www.rvplasticparts.com/
Re: RV-8 down, 1 dead
NTSB preliminary report
well, more oil pressure problems.
https://data.ntsb.gov/carol-repgen/api/ ... 193220/pdf
On October 10, 2023, about 1130 mountain daylight time, a Van’s RV-8, N75RT, was substantially damaged when it was involved in an accident near Centerville, Utah. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. According to Automatic Dependent Surveillance - Broadcast (ADS-B) radar data, the pilot made a left turn to the north shortly after departing runway 17 at Skypark Airport (BTF), Bountiful, Utah. According to air traffic communication records, the pilot requested and was denied flight following services from air traffic controllers as he flew north at 5,500 ft mean sea level (msl). According to witnesses that were operating in the airspace and monitoring the Common Traffic Advisory Frequency at BTF, the pilot transmitted that the airplane’s oil pressure had dropped to 3 psi. The pilot made a 180° turn back toward BTF and transmitted over the CTAF that he had experienced an engine failure just northwest of the Centerville highway interchange. Witnesses observed the airplane stall about 150 ft agl, and impact terrain. The airplane impacted terrain 4 miles to the north of BTF. Impact signatures were consistent with the airplane impacting the ground in a nose down, left wing low profile. Postaccident examination of the wreckage confirmed flight control continuity to all empennage control surfaces. Flight control continuity of the wing control surfaces could not be confirmed on scene. The propeller blades were straight and did not exhibit chordwise scratches or leading-edge gouges. The engine case was not breached, and all accessories were present and attached to the accessory case. The propeller could not be rotated while attached to the engine and subsequent examination of the engine revealed damage to the No. 2 cylinder piston rod bearings. The wreckage was recovered to a secure facility for additional examination.
well, more oil pressure problems.
https://data.ntsb.gov/carol-repgen/api/ ... 193220/pdf
On October 10, 2023, about 1130 mountain daylight time, a Van’s RV-8, N75RT, was substantially damaged when it was involved in an accident near Centerville, Utah. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. According to Automatic Dependent Surveillance - Broadcast (ADS-B) radar data, the pilot made a left turn to the north shortly after departing runway 17 at Skypark Airport (BTF), Bountiful, Utah. According to air traffic communication records, the pilot requested and was denied flight following services from air traffic controllers as he flew north at 5,500 ft mean sea level (msl). According to witnesses that were operating in the airspace and monitoring the Common Traffic Advisory Frequency at BTF, the pilot transmitted that the airplane’s oil pressure had dropped to 3 psi. The pilot made a 180° turn back toward BTF and transmitted over the CTAF that he had experienced an engine failure just northwest of the Centerville highway interchange. Witnesses observed the airplane stall about 150 ft agl, and impact terrain. The airplane impacted terrain 4 miles to the north of BTF. Impact signatures were consistent with the airplane impacting the ground in a nose down, left wing low profile. Postaccident examination of the wreckage confirmed flight control continuity to all empennage control surfaces. Flight control continuity of the wing control surfaces could not be confirmed on scene. The propeller blades were straight and did not exhibit chordwise scratches or leading-edge gouges. The engine case was not breached, and all accessories were present and attached to the accessory case. The propeller could not be rotated while attached to the engine and subsequent examination of the engine revealed damage to the No. 2 cylinder piston rod bearings. The wreckage was recovered to a secure facility for additional examination.
Steve Melton
N531EM, RV9A, Superior O-320, WW 200RV prop, Slick mags, CHT 330F, EGT 1300F, B&C, 1300+ hours
Freedom and Democracy are all that really matter.
Ride a bike, unlock the world.
https://www.rvplasticparts.com/
N531EM, RV9A, Superior O-320, WW 200RV prop, Slick mags, CHT 330F, EGT 1300F, B&C, 1300+ hours
Freedom and Democracy are all that really matter.
Ride a bike, unlock the world.
https://www.rvplasticparts.com/
RV8 - Final Report - N75RT
RV8 - Final Report - N75RT
well, a loss of oil pressure is a time for immediate action. find a place and put it down. he didn't survive.
https://data.ntsb.gov/carol-repgen/api/ ... 193220/pdf
Analysis
During the pilot’s second flight in the experimental amateur-built airplane, he departed on a local, day visual flight rules (VFR) personal flight. A pilot-rated witness reported that, shortly after taking off, the pilot transmitted over the departure airport’s common traffic advisory frequency (CTAF) that the engine had a loss of engine oil pressure and, later, an engine failure. Recorded flight data showed the airplane depart and turn north. Shortly after departure, engine parameters showed a gradual decrease in oil pressure and, by 5 minutes after departure, the oil pressure had decreased to 13 psi. At this point in the flight, the pilot initiated a 180° left turn to the south and began a gradual descent until he briefly leveled off about 1,000 ft above ground level (agl). When the pilot turned back toward the airport, engine manifold pressure and rpm began to decrease and the recorded power output dropped to 49 percent. The airplane continued to descend and the pitch angle gradually increased. About 9 minutes after departure, the No. 2 cylinder exhaust gas temperature (EGT) decreased below the others, indicative of its failure, and the engine speed decreased to 2,300 rpm. The airplane entered a descending 16° right bank before abruptly rolling left to 32°, continuing until the last recorded data point near the site of the wreckage. The witness reported that the airplane appeared to have entered an aerodynamic stall about 100 to 200 ft agl; it then rolled left, descended, and impacted terrain in a left-wing-low, nose-down pitch attitude. Postaccident examination revealed a film of oil on the belly of the airplane that extended from the engine compartment to the tailwheel. The No. 2 cylinder connecting rod had separated from the crankshaft and breached the bottom of the crankcase. The mating surface of the crankshaft journal and the failed connecting rod showed damage consistent with the engine’s operation with insufficient oil. Oil residue was observed in the area around the propeller governor and propeller governor adapter. The propeller governor adapter exhibited multiple hairline fractures however, metallurgical examination of the fracture surfaces revealed they were consistent with overstress. The oil level gage tube was found separated from the crankcase. The oil dipstick was separated from the oil level tube gage. No oil residue was observed in the area surrounding the oil level tube gage. and was undamaged. The reason for the in-flight loss of oil could not be determined. The pilot had an opportunity to conduct an emergency landing at an Air Force base, about 5 nm north of where he made the 180° turn, as well as a dry lakebed about 4 nm to the southwest. Although the pilot was aware of an engine issue, and likely of its impending failure, he did not conduct an emergency landing. During the return to the departure airport, the pilot exceeded the airplane’s critical angle of attack, which resulted in an aerodynamic stall at an altitude too low for recovery.
Probable Cause and Findings
The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot’s exceedance of the airplane’s critical angle of attack while attempting to return to the departure airport, which resulted in an aerodynamic stall at an altitude too low for recovery. Contributing to the accident was the failure of the No. 2 connecting rod due to oil starvation for reasons that could not be determined.
well, a loss of oil pressure is a time for immediate action. find a place and put it down. he didn't survive.
https://data.ntsb.gov/carol-repgen/api/ ... 193220/pdf
Analysis
During the pilot’s second flight in the experimental amateur-built airplane, he departed on a local, day visual flight rules (VFR) personal flight. A pilot-rated witness reported that, shortly after taking off, the pilot transmitted over the departure airport’s common traffic advisory frequency (CTAF) that the engine had a loss of engine oil pressure and, later, an engine failure. Recorded flight data showed the airplane depart and turn north. Shortly after departure, engine parameters showed a gradual decrease in oil pressure and, by 5 minutes after departure, the oil pressure had decreased to 13 psi. At this point in the flight, the pilot initiated a 180° left turn to the south and began a gradual descent until he briefly leveled off about 1,000 ft above ground level (agl). When the pilot turned back toward the airport, engine manifold pressure and rpm began to decrease and the recorded power output dropped to 49 percent. The airplane continued to descend and the pitch angle gradually increased. About 9 minutes after departure, the No. 2 cylinder exhaust gas temperature (EGT) decreased below the others, indicative of its failure, and the engine speed decreased to 2,300 rpm. The airplane entered a descending 16° right bank before abruptly rolling left to 32°, continuing until the last recorded data point near the site of the wreckage. The witness reported that the airplane appeared to have entered an aerodynamic stall about 100 to 200 ft agl; it then rolled left, descended, and impacted terrain in a left-wing-low, nose-down pitch attitude. Postaccident examination revealed a film of oil on the belly of the airplane that extended from the engine compartment to the tailwheel. The No. 2 cylinder connecting rod had separated from the crankshaft and breached the bottom of the crankcase. The mating surface of the crankshaft journal and the failed connecting rod showed damage consistent with the engine’s operation with insufficient oil. Oil residue was observed in the area around the propeller governor and propeller governor adapter. The propeller governor adapter exhibited multiple hairline fractures however, metallurgical examination of the fracture surfaces revealed they were consistent with overstress. The oil level gage tube was found separated from the crankcase. The oil dipstick was separated from the oil level tube gage. No oil residue was observed in the area surrounding the oil level tube gage. and was undamaged. The reason for the in-flight loss of oil could not be determined. The pilot had an opportunity to conduct an emergency landing at an Air Force base, about 5 nm north of where he made the 180° turn, as well as a dry lakebed about 4 nm to the southwest. Although the pilot was aware of an engine issue, and likely of its impending failure, he did not conduct an emergency landing. During the return to the departure airport, the pilot exceeded the airplane’s critical angle of attack, which resulted in an aerodynamic stall at an altitude too low for recovery.
Probable Cause and Findings
The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot’s exceedance of the airplane’s critical angle of attack while attempting to return to the departure airport, which resulted in an aerodynamic stall at an altitude too low for recovery. Contributing to the accident was the failure of the No. 2 connecting rod due to oil starvation for reasons that could not be determined.
Steve Melton
N531EM, RV9A, Superior O-320, WW 200RV prop, Slick mags, CHT 330F, EGT 1300F, B&C, 1300+ hours
Freedom and Democracy are all that really matter.
Ride a bike, unlock the world.
https://www.rvplasticparts.com/
N531EM, RV9A, Superior O-320, WW 200RV prop, Slick mags, CHT 330F, EGT 1300F, B&C, 1300+ hours
Freedom and Democracy are all that really matter.
Ride a bike, unlock the world.
https://www.rvplasticparts.com/