Amateur-built VELOCITY RG 173 accident near Richmond, Virginia, December 26, 1999
On December 26, 1999 at about 8:14 pm local time, a amateur-built VELOCITY RG 173, registered N242JP, was substantially damaged in an accident near Richmond, Virginia (Chesterfield County Arpt). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the improper installation of the oil supply line to the propeller governor which resulted in a loss of lubrication, overtemperature, and a loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 26, 1999 · about 8:14 pm local time
- Place
- Richmond, Virginia · Chesterfield County Arpt · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built VELOCITY RG 173 VELOCITY R
- Registration
- N242JP · no longer on the register · serial DMO230
- 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 2 to 3 minutes after takeoff, the cockpit filled with thick smoke that smelled of burning oil, and the engine oil temperature registered above the upper limit. The pilot turned the airplane back for the departure airport and configured the airplane for landing. No corresponding increase in thrust was realized from increased engine power and propeller rpm adjustments, so the landing gear was raised in an attempt to extend glide performance. The airport could not be reached, and the pilot performed an off-airport landing. Inspection of the airplane's engine revealed an open threaded hole on the right side of the prop governor drive adapter. Further investigation revealed a 90 degree fitting attached to a hose laying on the bottom of the cowling. Visual and tactile inspections of the governor drive adapter housing revealed that threads were still present, but were damaged. The 90 degree fitting was made of steel, and the governor drive adapter of soft aluminum. An FAA airworthiness inspector stated that with the propeller governor oil line disconnected, the oil supply would pump overboard and the pilot would lose all control of propeller rpm.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 2,300 hours in all; 3 in this make and model; 50 in the last 90 days; 15 in the last 30 days; 2,260 as pilot in command; 175 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 854 hours
- Last inspection: annual inspection, December 8, 1999; 7 hours since
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360 (piston); 0 hours total
The flight
- Departed from: FCI at 8:10 pm
- Destination: PHF Newport News VA
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 240° at 15 knots, gusting 18
- Visibility: 10 statute miles
- Sky: scat at 15,000 ft
- Temperature: 52°F (11°C), dew point 23°F (-5°C)
- Altimeter: 29.00 inHg
- Observation at 7:54 pm from RIC, 11 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 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.