Amateur-built IVP accident near Camarillo, California, October 8, 1996
On October 8, 1996 at about 11:47 pm local time, a amateur-built IVP, registered N477RM, was destroyed in an accident near Camarillo, California. It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 8, 1996 · about 11:47 pm local time
- Place
- Camarillo, California · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built IVP
- Registration
- N477RM · no longer on the register · serial LIV-060
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The experimental airplane had been built from a kit by the pilot and flown about 12 flight hours since completion. Thirty-two gallons of fuel were onboard at the last takeoff, all of which was in the left tank. The engine lost total power at 4,500 feet msl with the fuel selector valve in the left tank position, and the pilot was unable to restart the engine. The engine was placed in a test cell with the fuel supply being routed to the engine through the aircraft's fuel selector valve. The engine started and developed only partial power. The No. 6 cylinder and piston exhibited heavy scorching, and after changing the cylinder and piston the engine operated to full power. The aircraft's fuel selector valve had been modified from the manufacturer's original configuration by machining to the valve's stem to incorporate a both position. The fuel selector was tested on a flow bench. Air bubbles were observed through the vapor ejector line when the line opposite the selected fuel tank was uncapped, simulating the empty right fuel tank. It was noted that as the air bubbles increased the fuel flow decreased from 253 lbs/hr to 235 lbs/hr. The engine requires 118 lbs/hr to operate at 75 percent 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: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 13,804 hours in all; 18 in this make and model; 7 in the last 90 days; 7 in the last 30 days; 9,854 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 12 hours
- Last inspection: annual inspection, September 10, 1996; 12 hours since
- Maximum gross weight: 3,200 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental TSIO-550-B2B (piston); 0 hours total
The flight
- Departed from: CMA
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 230° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 61°F (16°C)
- Altimeter: 29.00 inHg
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.