Aviation engine blows up in Canada – no injuries

04 Oct 2003 Aviation engine blows up in Canada – no injuries

Another example of an aviation engine blowing up. I am sure this can happen to a car engine, but have you ever heard of this happening? I have not. I believe the major problem with aviation engines is that they are all hand made, by humans, which implies greater possibility of human error. It is with a feeling of great sadness that I pass along my tale of the
passing of kit # 5038. There is also a feeling of awe and wonderment that
I’m still here to tell the tale.
Glastar # 5038 C-FYIH first flew in 1997. She was built in Sechelt, British
Columbia by two fellows named Arthur Lees, and Bob Brown. I’m told she was
also the first Glastar flying outside the continental USA.
I purchased this lovely aircraft on Mar. 20 2000
It was tri-gear with an 0-320 150 HP.
I immediately re powered with a 160 HP 0-320 and flew for two years in this
configuration. In 2000 we flew to Osh. and down to Fort Lauderdale in 2001.
June 2002 saw Underwood amphib fiberglass floats, and an 0-360 installed.
What a blast, the best of both worlds. Every flight was a learning
experience, and a new adventure.
While flying with my son-in-law from Kamloops B.C. to Pitt Meadows B.C. on
Friday Sept. 26th., we had a catastrophic engine failure at 7000 feet while
over very hostile, mountainous country.
The only warning was when I glanced at the tack, it showed 2700 when I had
set cruise for 2450.
I quickly turned out the prop control and there was no change. I thought
“this engine is running away.” Before I could reduce power, there was an
explosion at the front of the engine and the wind screen was instantly
covered in oil. I had to apply down elevator quickly as she wanted to pitch
up, and at the same time pulling mixture and power. I switched over to
121.500 and called out the message we all know, and hope to never have to
use “Mayday Mayday Mayday” With very little visibility, and a fairly high
sink rate, things happen quickly. I spotted water below me and thought I
could make the lake. It was a high alpine lake and I really couldn’t judge
the length of it, and didn’t feel good about trying to make my first dead
stick approach to water under the present circumstances and with no forward
vis.
I passed on the lake as I also had a high sink rate. My next decision was
the tall trees, or the small trees. I choose the tall ones. The theory being
that one flies the plane to the point of impact of ones own choosing. I
choose to impact tall trees as low as I could and trying to miss them with
the fuselage. The right wing made first contact beside the fuselage and came
off. Just before impact, I turned off the mags and master and pulled full
flap. The plane then slewed to the right while rolling inverted, and the
floats were taking big hits as we came through the trees. We came to rest
inverted and both still tightly buckled by seat belt and shoulder harness.
The left wing was still attached but the left door was gone. We immediately
evacuated the plane, but there was no fire nor fuel leakage. The back
injuries I wound up with were, I believe, as a result of instant stretching
when the top of the cage hit the ground, with my lower body being restrained
by the seat belt,the only “give” was the back muscles.The rescue carried out
by the SAR tecks was another story in itself. Very professional and much
appreciated.
This is one very tough airplane. The cage around the pilot makes this an
extremely survivable plane in the unlikely event of a crash.
On checking the front of the engine, I found the front of the upper and
lower cowling missing. The prop was gone and it appears that the crank let
go between the case bushing and the prop flange. I had a Hartzell 84″
constant speed prop, and the engine was very smooth.
Seat belts, shoulder harnesses, portable handheld com, ELT, matches, and
survival gear in general can make the difference between an uncomfortable
situation, and a life threatening situation.
The maximum insurance I could get for this plane was $135,000.00 Canadian. A
lot below actual value. It’s to soon to say if and when I’ll get back in the
saddle again, but my chances of getting another Glastar are pretty slim. I
had over 1,000 hours in a Mooney, but the combination of retractable wheels
and floats gives insurance companies sleepless nights. The engine had 88
hours on it since “0” and I hope a check of the crankshaft by the insurance
company is contemplated. Would be nice to know just what the hell happened !
It’s taken me a long time to type this so if I don’t get back to questions
too quickly, just give me a little time and I will eventually. This
Glastarnet has been such an incredible forum for picking up great
information, and meeting the most interesting people. My deepest thanks to
you all, Wes Secord