L-Bird LLC CCX-2000 accident near Hood River, Oregon, June 28, 2021
On June 28, 2021 at about 5:30 pm local time, a 2019 L-Bird LLC CCX-2000, an amateur-built aircraft,, registered N10TA, was substantially damaged in an accident during initial climb near Hood River, Oregon (Ken Jernstedt Airfield). It was a flight test under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The total loss of engine power due to improper construction of the muffler, which resulted in separation of the internal components.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 28, 2021 · about 5:30 pm local time
- Place
- Hood River, Oregon · Ken Jernstedt Airfield · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- L-Bird LLC CCX-2000, built 2019, amateur-built · all CCX-2000s on the register
- Registration
- N10TA · registry record · serial CCX-2000-0080
- Damage
- Substantial damage
- Flight
- Flight test · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The experimental, amateur-built airplane was retrofitted with an experimental exhaust system that comprised a titanium exhaust header and aluminum muffler. On the first flight with the new exhaust system, the engine lost total power just after takeoff. The pilot performed a forced landing during which the airplane impacted trees, resulting in substantial damage. Examination of the engine revealed that the muffler inner tube failed due to creep fatigue and fractured into several fragments. Components of the muffler included a perforated inner tube, surrounded by fiberglass packing material held in place by five clamps; an outer shell; end caps; and an inlet and exhaust tube, all constructed out of 6061-T6, an aluminum alloy not suited for use above 350°F to 400°F. Any use near or above that temperature will cause additional heat treatment and changes to the properties and performance of the material. The observation of the creep separation indicates that the material was exposed to much higher temperatures than this, likely between 600°F and 1000°F. It is likely that, when exposed to the hot exhaust gasses during takeoff, the fragments, clamps, and fiberglass packing material migrated aft and collapsed the remaining section of the inner tube, which plugged the exhaust port and resulted in a total loss of power. A postaccident test run of the engine without the muffler revealed no anomalies.
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 initial climb defining event
- Collision during takeoff/land during landing (landing roll)
The NTSB's findings
- Aircraft › Aircraft power plant › Engine exhaust › Noise suppressor › Failure
- Environmental issues › Physical environment › Object/animal/substance › Tree(s) › Effect on equipment
- Aircraft › Aircraft power plant › Engine exhaust › (general) › Design
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land
- Flight time: 2,100 hours in all; 450 in this make and model; 60 in the last 90 days; 40 in the last 30 days; 1,950 as pilot in command
- Last flight review: June 30, 2019
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: frt
- Injury: no injuries
The aircraft
- Airframe total time: 127.1 hours
- Last inspection: condition inspection, December 2, 2020
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming CC363I (piston); 0 hours total
The flight
- Flight plan: none
- Runway 25, 3,040 ft by 74 ft
Weather at the time
- Light: daylight
- Wind: from 330° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 93°F (34°C), dew point 57°F (14°C)
- Altimeter: 29.79 inHg
- Observation at 10:35 am from K4S2, 1 miles away
Weather report (METAR): K4S2 281735Z AUTO 33003KT 10SM CLR 34/14 A2979 RMK AO2
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.
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number WPR21LA250.