Accidents and incidents

Air Classics, Sep 2000 by Larkins, William T

On 25 June, Chance Vought F4U5 Corsair N49068 received damage following an in-flight fire at Springfield, illinois. The aircraft was being flown by owner Mike George, president and founder, of the Air Combat Museum in Springfield. White coming in to land after performing fly-overs past the Korean War Memorial in Oak Ridge Cemetery, the plane's engine started to burn and reached back the ten feet to the cockpit. He managed to slow the Corsair down to about 15 mph before jumping from the cockpit. The aircraft rolled to a stop about 100 feet away. The pilot later stated,

"Without the prompt response of both the Airport Authority's fire department and firefighters of the Illinois ANG's 183rd Fighter Wing, the historic aircraft would have been lost forever. While the Airport Authority fire truck applied foam, the brave men of the 183rd walked up to and climbed on to the aircraft to apply the water necessary to extinguish the flames inside the cowling. By that point, the flames were against the fuel tank that still held more than 100 gallons of volatile aviation fuel, a 25-gallon oil tank, and magnesium engine parts, which were very close to igniting into the 200-plus-degree fire. The aircraft literally could have blown up at any point. The Corsair will soon be on its way to Idaho for major repairs and it is expected to be back in the air in one year."

On 9 June, about 1851 Eastern daylight time, Siai-Marchetti SF-260TF N43GP was substantially damaged after it experienced a loss of engine power while landing at the Norfolk International Airport, Virginia. The certificated commercial pilot received minor injuries. Visual meteorological conditions prevailed and no flight plan was filed for the local personal flight conducted under 14 CFR Part 91. According to the pilot, before departure, he added 26 gallons of fuel to the airplane. Prior to refueling, he estimated 14 gallons of fuel were contained in the airplane's fuel tanks. The pilot stated he departed with about 1.5 hours of fuel onboard." The pilot flew locally for 20 minutes and then returned to the airport to perform a full-stop landing. He reported that as he turned onto the base leg of the traffic pattern, a low fuel pressure light "flickered briefly" and then went out.

On final approach, 1.5 miles from the runway and 800 feet AGL, the light flickered again and went out. The engine then experienced two or three "compressor surges" and then a "flameout." The pilot checked the boost pump switches, the analog fuel gauge, and the fuel computer, which were all "correct and operational." He stated that the time period from the first "flicker" to the "flameout" was about ten seconds.

When the engine experienced the flameout, the airplane was 700 ft AGL and .5 miles from the end of the runway. The pilot reported that according to fuel gauges, the left and right main tanks were full. Two attempts to restart the engine were made and the fuel tank selector was switched to the emergency position. At 500 ft AGL, the pilot set up the plane for best glide speed and "flew as far as he could." At 200 ft AGL, he extended the landing gear and flaps to reduce speed. The pilot reported that he used his remaining airspeed to get over a seawall, stalled the airplane, and pancaked onto the runway.

He then shut off the fuel and exited the airplane. The pilot reported the airplane was equipped with an automatic fuel feed system. He stated that the fuel flows from the left and right tip tanks to the right main tank, then to the left main tank, and then to the engine. The fuel selector had three positions: Off, normal, and emergency. Additionally, the fuel system was comprised of an electric boost pump, a fuel transfer pump, a fuel controller, and an engine-driven fuel pump. An examination of the plane by the FAA revealed that both wings and the landing gear sustained substantial damage. In addition, the left main fuel tank and both the left and right tip tanks were ruptured. The right main fuel tank appeared full. A preliminary examination of the engine was Performed by an FAA inspector and a representative of the engine manufacturer at the scene. Their examination revealed no Mechanical deficiencies with the fuel system, which included: The electric fuel pump, the fuel transfer Pump, and the engine-driven fuel Pump. There were no obstructions in the fuel lines, the fuel vent, or the fuel filter, The engine was retained for further examination.