https://data.ntsb.gov/Docket?ProjectID=102005
https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/102005/pdf
Inflight fire, possibly due to engine failure. Seems like the #2 cylinder bolts came loose, dumped all oil, triggered fire, but not 100% clear from Superior's report:
SUMMARY OF ENGINE EXAMINATION
• Superior XP Experimental IO-360-B1DA2 s/n 03207
• The airplane was subject to a fire and the engine exhibited significant thermal damage and corrosion.
• Data plate missing. Doesn’t appear to have been installed.
• The engine had already been removed from the airframe
• The rear accessories were still attached
• Oil filter 6/10/2019. Filter element cut open and was unremarkable. No visible contamination or metallic debris
• Slick magneto internal components were likely fire damaged. Impulse coupling snapped when the engine was rotated through
• Timing was not possible due to magneto damage
• Case deck studs and through studs were inconsistent, some loose and some tight.
• No. 2 cylinder bottom forward deck stud was mostly backed off and hanging on by ½ thread. The top rear through bolt was tight. The top forward deck stud was missing and coincided with the hole in the case
• No. 2 cylinder removed. The piston was seized inside the cylinder. The connecting rod was seized on the piston pin and couldn’t move. The rod end was distorted and damaged.
• No. 1 cylinder flange was impact damaged and rounded in a couple places which wouldn’t allow it to be removed
• Nos. 3 and 4 cylinders removed and documented. No obvious issues
• Oil sump contained metallic debris and honeycomb material. Likely came in the from hole in the case and settled in the bottom of the oil sump
• Not much oil observed but the oil lines had burned away and likely allowed the system to drain after the accident
• Oil sump screen clear on the inside with thick dark oil on the outside
• Oil pump and gears unremarkable with no metallic debris noted. Rinsed with solvent and no scratches noted.
• Split the case in order to remove the No. 1 cylinder
• Connecting rod bearing all worn and oil starved. No. 2 was the worst since it failed, then in order most damage 3-4-1
• The main journal bearing are worn and slightly oil starved but not as bad as the rod bearings
• No fretting observed on the case mating surfaces
• No signs of metallic debris in the engine that would indicate a slow/gradual failure of any component
https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/102005/pdf
Inflight fire, possibly due to engine failure. Seems like the #2 cylinder bolts came loose, dumped all oil, triggered fire, but not 100% clear from Superior's report:
SUMMARY OF ENGINE EXAMINATION
• Superior XP Experimental IO-360-B1DA2 s/n 03207
• The airplane was subject to a fire and the engine exhibited significant thermal damage and corrosion.
• Data plate missing. Doesn’t appear to have been installed.
• The engine had already been removed from the airframe
• The rear accessories were still attached
• Oil filter 6/10/2019. Filter element cut open and was unremarkable. No visible contamination or metallic debris
• Slick magneto internal components were likely fire damaged. Impulse coupling snapped when the engine was rotated through
• Timing was not possible due to magneto damage
• Case deck studs and through studs were inconsistent, some loose and some tight.
• No. 2 cylinder bottom forward deck stud was mostly backed off and hanging on by ½ thread. The top rear through bolt was tight. The top forward deck stud was missing and coincided with the hole in the case
• No. 2 cylinder removed. The piston was seized inside the cylinder. The connecting rod was seized on the piston pin and couldn’t move. The rod end was distorted and damaged.
• No. 1 cylinder flange was impact damaged and rounded in a couple places which wouldn’t allow it to be removed
• Nos. 3 and 4 cylinders removed and documented. No obvious issues
• Oil sump contained metallic debris and honeycomb material. Likely came in the from hole in the case and settled in the bottom of the oil sump
• Not much oil observed but the oil lines had burned away and likely allowed the system to drain after the accident
• Oil sump screen clear on the inside with thick dark oil on the outside
• Oil pump and gears unremarkable with no metallic debris noted. Rinsed with solvent and no scratches noted.
• Split the case in order to remove the No. 1 cylinder
• Connecting rod bearing all worn and oil starved. No. 2 was the worst since it failed, then in order most damage 3-4-1
• The main journal bearing are worn and slightly oil starved but not as bad as the rod bearings
• No fretting observed on the case mating surfaces
• No signs of metallic debris in the engine that would indicate a slow/gradual failure of any component