Amateur-built RV6 accident near Apalachicola, Florida, May 9, 1999
On May 9, 1999 at about 3:00 pm local time, a amateur-built RV6, registered N34C, was substantially damaged in an accident near Apalachicola, Florida (Applachicola Municipal airport). 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
A 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
- May 9, 1999 · about 3:00 pm local time
- Place
- Apalachicola, Florida · Applachicola Municipal · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built RV6
- Registration
- N34C · registry record · serial 001
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot said that after lift-off the airplane was accelerated to 75 knots and was climbed to 500 feet, at which time he began a left turn and set the power to 2500 rpm, and 25 inches manifold pressure. About that time the engine began losing power and he turned back to the field complex. He said, 'the engine quit...and [I] tried to maintain about 70 to 75 knots. At this time I was extremely busy maintaining aircraft control and trying to steer the aircraft to the airport clearing...it became apparent that I was not going to make the clearing I stalled the airplane into the top of pine saplings at about 45 knots or so. After the aircraft came to rest I turned all switches off and rotated the fuel selector off.' The engine was test run under the supervision of the FAA, after it was removed from the crash site. According to the FAA inspector, '...the engine started and was run for 30 minutes...the maximum rpm achieved was 2460 rpm (static) when the mixture control was placed in the fully leaned position. The engine would not exceed 2000 rpm (static) when [the] mixture control was in the full rich position.' The fuel selector valve showed evidence of internal failure, but when used in the post accident engine run, it did not cause engine failure, the carburetor was setup and functioned properly, but due to the amount and location of rust found internally, the possibility existed that it could have affected engine operation, the airplane had sufficient fuel onboard for the intended flight, the specific cause for failure of the engine after takeoff could not be positively determined.
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: 4,900 hours in all; 80 in this make and model; 13 in the last 90 days; 4 in the last 30 days; 4,900 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 300 hours
- Last inspection: annual inspection, March 30, 1999; 9 hours since
- Maximum gross weight: 1,000 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-360-A1F6D (piston); 0 hours total
The flight
- Flight plan: none
- Runway 6, 5,000 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 020° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.