Amateur-built MCR-01 VLA accident near Cincinnati, Ohio, January 17, 2005
On January 17, 2005 at about 5:54 pm local time, a amateur-built MCR-01 VLA, registered N3085Q, was substantially damaged in an accident near Cincinnati, Ohio (Cincinnati Municipal 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 total loss of engine power due to an oil hose collapse, which resulted in failure of the #4 connecting rod.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 17, 2005 · about 5:54 pm local time
- Place
- Cincinnati, Ohio · Cincinnati Municipal Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built MCR-01 VLA
- Registration
- N3085Q · registry record · serial AGA4-181-20-MA0173
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the cruise portion of the flight, the airplane experienced a total loss of engine power. The pilot was unable to restart the engine, and performed a forced landing to a roadway. During the landing, the left wing struck a utility pole. A post accident examination of the un-certificated engine revealed that it contained oil, and no leaks could be located in the lubrication system. The crankshaft could not be rotated by hand via the propeller. Further examination revealed that the #4 rod had separated from the crankshaft, and the #4 piston was jammed into the cylinder head. The oil pump was undamaged and did not indicate any type of failure mode. However, an oil hose was found to be kinked and exhibiting distance collapse of its shape. The engine manufacturer's operating manual stated in part, "Warning: Never fly the aircraft equipped with this engine at locations, airspeeds, altitudes, or other circumstances from which a successful no-power landing cannot be made after sudden engine stoppage." The manual further stated, "You should be aware that any engine may seize or stall at any time. This could lead to a crash landing and possible severe injury or death."
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; instrument: airplane
- Flight time: 140 hours in all; 22 in this make and model; 19 in the last 90 days; 5 in the last 30 days; 99 as pilot in command
- Last flight review: May 4, 2004
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 275 hours
- Last inspection: condition inspection, October 23, 2004; 270 hours since
- Maximum gross weight: 1,081 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rotax 912 ULS FR (piston); 0 hours total
The flight
- Departed from: LUK Cincinnati OH at 5:49 pm
- Destination: HAO Hamilton OH
- Flight plan: none
- Runway 21R, 3,802 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 280° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 18°F (-8°C), dew point 5°F (-15°C)
- Altimeter: 30.70 inHg
- Observation at 5:53 pm from LUK, 7 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.