Amateur-built VAN'S ACFT RV-6 accident near Ridgeland, South Carolina, December 7, 1993
On December 7, 1993 at about 6:10 pm local time, a amateur-built VAN'S ACFT RV-6, registered N443MW, was substantially damaged in an accident near Ridgeland, South Carolina. It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
IMPROPER INSTALLATION OF THE MAGNETOS BY MAINTENANCE PERSONNEL, WHICH ALLOWED THE RIGHT MAGNETO TO COME LOOSE, OIL TO ESCAPE FROM THE ENGINE, AND SUBSEQUENT OIL STARVATION.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 7, 1993 · about 6:10 pm local time
- Place
- Ridgeland, South Carolina · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built VAN'S ACFT RV-6 VAN'S ACFT
- Registration
- N443MW · registry record · serial 21057
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
BEFORE DESCENT, THE PILOT NOTED A SLIGHT ENGINE VIBRATION. DURING DESCENT, HE NOTICED THAT THE ELECTRONIC TACHOMETER FOR THE RIGHT MAGNETO WAS READING ZERO AND BLUE SMOKE BEGAN ENTERING THE COCKPIT. THE PILOT REPORTED THAT OIL BEGAN COVERING PORTIONS OF THE WINDSCREEN AND THE ENGINE SEIZED. HE MADE AN EMERGENCY LANDING IN A COTTON FIELD ABOUT SEVEN MILES WEST OF THE DESTINATION AIRPORT. DURING THE LANDING ROLL, THE AIRPLANE ENCOUNTERED AN AREA OF SOFT DIRT AND NOSED OVER. POST-ACCIDENT EXAMINATION OF THE ENGINE REVEALED THAT THE RIGHT MAGNETO HAD SEPARATED FROM THE CRANKCASE, CAUSING A LARGE HOLE FROM WHICH OIL COULD ESCAPE FROM THE ENGINE. THE LEFT MAGNETO WAS ALSO FOUND IN THE EARLY STAGES OF SEPARATION FROM THE ENGINE. THE MAGNETOS HAD BEEN INSTALLED 16 HOURS BEFORE THE ACCIDENT BY A CERTIFIED REPAIR STATION.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, commercial pilot, flight engineer
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 20,000 hours in all; 150 in this make and model
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 242 hours
- Last inspection: continuous airworthiness programme, March 19, 1993; 88 hours since
- Maximum gross weight: 1,800 lb
- Seats: 1
- Landing gear: fixed
- Engine: Lycoming O-360-A/D (piston); 0 hours total
The flight
- Departed from: LZU Lawrenceville GA at 5:15 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 030° at 8 knots
- Visibility: 10 statute miles
- Sky: scat at 2,700 ft
- Temperature: 57°F (14°C), dew point 37°F (3°C)
- Altimeter: 30.00 inHg
- Observation at 8:56 pm from ATL, 190 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Other NTSB records under N443MW the same tail number, which may have belonged to a different aircraft at the time
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.