Amateur-built GLASAIR (SH2F) accident near Maynardville, Tennessee, July 6, 2016
On July 6, 2016 at about 7:30 pm local time, a 1991 amateur-built GLASAIR (SH2F), registered N67WH, was substantially damaged in an accident during enroute (climb to cruise) near Maynardville, Tennessee. It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The in-flight failure of the No. 3 cylinder connecting rod for reasons that could not be determined during postaccident examination.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 6, 2016 · about 7:30 pm local time
- Place
- Maynardville, Tennessee · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built GLASAIR (SH2F) FT, built 1991
- Registration
- N67WH · no longer on the register · serial 1020
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While the airplane was climbing to 7,500 ft mean sea level, the private pilot noted that the engine oil temperature was getting high, so he leveled off for a few minutes to cool down the engine before resuming the climb. When the airplane was passing through 6,000 ft, the engine shuddered and lost all power; smoke started filling the cockpit. The pilot declared an emergency, shut down the engine, and selected an uncongested two-lane highway for landing. During his final approach, after maneuvering to avoid power lines, he pulled back to flare the airplane, but the airplane "pancaked" onto the road, which resulted in substantial damage to the fuselage. Postaccident examination of the engine revealed that the No. 3 cylinder connecting rod had separated from the piston near the wrist pin. The investigation could not determine the reason for the separation.
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
What happened, in order
- Loss of engine power (total) during enroute (climb to cruise) defining event
- Off-field or emergency landing during emergency descent
- Collision with terrain or object (not controlled flight into terrain) during landing (flare/touchdown)
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › Recip engine power section › Failure
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › Recip engine power section › Damaged/degraded
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 2,052.8 hours in all; 1,320 in this make and model; 42 in the last 90 days; 24 in the last 30 days; 1,957 as pilot in command
- Last flight review: July 20, 2014
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Last inspection: continuous airworthiness programme, April 15, 2014
- Maximum gross weight: 2,150 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming IO-360 (piston); 680 hours total
- Operator: Mainpro INC
The flight
- Departed from: DKX Knoxville TN at 5:45 pm
- Destination: I69 Batavia OH
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 240° at 10 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 3,400 ft
- Temperature: 88°F (31°C), dew point 72°F (22°C)
- Altimeter: 30.03 inHg
- Observation at 5:53 pm from KDKX, 15 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.
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.