Amateur-built RV-6A accident near Richland, Missouri, February 6, 1994
On February 6, 1994 at about 10:00 pm local time, a amateur-built RV-6A, registered N63JR, was substantially damaged in an accident near Richland, Missouri (Richland Municipal airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
LOSS OF ENGINE POWER (DURING FLIGHT) FOR AN UNDETERMINED REASON, AFTER THE PILOT EXPERIENCED LOSS OF ENGINE POWER BEFORE TAKEOFF FOR AN UNKNOWN REASON.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 6, 1994 · about 10:00 pm local time
- Place
- Richland, Missouri · Richland Municipal · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built RV-6A
- Registration
- N63JR · no longer on the register · serial 20471
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT REPORTED THAT HE FLEW THE HOMEBUILT AIRPLANE LOCALLY FOR ABOUT 45 MINUTES, THEN MADE A FULL STOP LANDING AT ANOTHER AIRPORT. SOON THEREAFTER, HE ELECTED TO TAKEOFF ON THE RETURN FLIGHT. HE STATED THAT WHEN HE APPLIED FULL THROTTLE TO TAKE OFF, THE ENGINE STOPPED RUNNING. THE PILOT RESTARTED THE ENGINE, USING THE PRIMER, BUT IT QUIT RUNNING AGAIN SHORTLY AFTER STARTING. HE RESTARTED THE ENGINE AGAIN AND THIS TIME IT CONTINUED RUNNING. THE PILOT PERFORMED A FULL STATIC RUN-UP. FINDING NOTHING WRONG DURING THE RUN-UP, HE TOOK OFF AND FLEW BACK TO THE HOME AIRPORT. WHILE ON FINAL APPROACH TO LAND, THE ENGINE LOST POWER AGAIN. DURING A SUBSEQUENT EMERGENCY LANDING, THE AIRPLANE COLLIDED WITH TREES AND THE TERRAIN. AN ON-SCENE INVESTIGATION REVEALED A CLEAN AND FUNCTIONAL FUEL SYSTEM. THE TEMPERATURE AND DEW POINT WERE 56 AND 24 DEGREES, RESPECTIVELY, WHICH WOULD HAVE BEEN MARGINALLY CONDUCIVE FOR CARBURETOR ICE. NO PREIMPACT MECHANICAL PROBLEM WAS FOUND THAT WOULD HAVE RESULTED IN THE LOSS OF POWER.
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: private
- Ratings: single-engine land
- Flight time: 1,175 hours in all; 6 in this make and model
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Last inspection: annual inspection, November 10, 1993
- Maximum gross weight: 1,650 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-E2D (piston); 0 hours total
The flight
- Departed from: K15 Camdenton MO at 9:45 pm
- Destination: M034 MO
- Flight plan: none
- Runway 32, 3,000 ft by 49 ft
Weather at the time
- Light: daylight
- Wind: from 310° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 55°F (13°C), dew point 25°F (-4°C)
- Altimeter: 29.00 inHg
- Observation at 9:15 pm from AIZ, 18 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.