Amateur-built RV-8 accident near Omaha, Nebraska, June 30, 2002
On June 30, 2002 at about 5:30 pm local time, a amateur-built RV-8, registered N877TC, was substantially damaged in an accident near Omaha, Nebraska (Millard Airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power due to a loose connecting rod cap bolt and the resulting fatigue failure of the connecting rod cap. A related factor was the unsuitable terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 30, 2002 · about 5:30 pm local time
- Place
- Omaha, Nebraska · Millard Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built RV-8
- Registration
- N877TC · registry record · serial 80775
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The aircraft sustained substantial damage during a forced landing following a loss of engine power. The pilot reported the airplane experienced a propeller overspeed condition followed by a fluctuation in oil pressure. The pilot stated the engine started "banging" and lost power a few minutes later. The pilot performed a forced landing to a bean field, during which the main landing gear collapsed. Inspection of the engine revealed the number four engine cylinder connecting rod cap and cap bolts had fractured. A metallurgical examination revealed that the nut of one of the connecting rod cap bolts was partially engaged. The connecting rod cap showed evidence of fatigue cracking along the fracture surface. Fracture features of both connecting rod cap bolts indicated the bolts had separated due to overload.
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, flight instructor, flight engineer
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 13,000 hours in all; 222 in this make and model; 125 in the last 90 days; 32 in the last 30 days; 9,000 as pilot in command; 4,000 on instruments
- Last flight review: June 19, 2002
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: frt
- Injury: no injuries
The aircraft
- Airframe total time: 222 hours
- Last inspection: annual inspection, April 15, 2002; 35 hours since
- Maximum gross weight: 1,800 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming IO-360-A1B6 (piston); 0 hours total
The flight
- Departed from: 1H0 St. Louis MO at 2:50 pm
- Destination: MLE Omaha NE
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 190° at 7 knots
- Visibility: 7 statute miles
- Sky: a few clouds at 5,500 ft
- Temperature: 93°F (34°C), dew point 68°F (20°C)
- Altimeter: 30.01 inHg
- Observation at 5:55 pm from OFF, 17 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.
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.