Warbird Information Exchange

The NTSB report doesn't say anything on the matter...

Read it again, my quote came directly out of the NTSB report linked to in Bluedharma's post. I have no idea how accurate the information may or may not be but the statement is in the report none the less.

Respectfully, it is you that needs to re-read my question. I did not ask IF they were installed, but WHEN and BY WHOM were they installed. There is no indication in the NTSB report on that matter.

While doing some single engine training in the vicinity of Parkland Airport, training turned to real life emergencies.

After completing a shutdown and relight of the right engine, the left engine began running terribly tough, which required its shutdown and feathering of the propeller. After a brief period, the right engine began to lose power, and we were no longer able to maintain altitude. We restarted the left engine in an attempt to regain some positive thrust, but that only increased the drag. Our training started at approximately 1000’ absolute, so this didn’t leave us much time for trouble-shooting. Thinking that our problem could be contaminated fuel, I discontinued cross-feeding and selected both main tanks. We continued to lose power, and this engine was smoothly dying. Boost pumps, mags, all further trouble shooting failed, and it was time to seek a landing zone.

We couldn’t reach Parkland because of our steep glide angle, and our only hope was to aim for a landing on Niwot road or an adjoining field, but the drag from the left engine, which failed to feather on its second shut-down, and the continued loss of thrust on the right engine caused our glide path to get ever steeper. With no alternative left, I selected a path through the tops of a stand of trees and between a couple of houses. We extended the gear just prior to landing, but visibility was impossible due to flying glass from our contact with the trees. Fortunately, we remained conscious and didn’t get trapped in the wreckage, because a fire broke out, which would have made our rescue impossible.

Although the NTSB is continuing to determine the causeof the accident, evidence points toward oil starvation of both engines. As with a personal injury or illness much is learned after the occurrence. In this accident, as in almost all accidents, a chain of events occurred, a chain in which if any one of the links had broken, the accident would not have happened.

This time the aircraft was covered by insurance, just how much, how it will be distributed, or even if the insurance company will pay for damages at all is not known. The aircraft is owned by the CAF, of course, and a final decision as to distribution of funds or possible replacement aircraft is up to the General Staff. In the past, it has taken the Staff as long as two years or more to resolve these questions. So aircraft-wise, this leaves the Mile High Wing in a state of limbo short of adopting the Fly Baby as its mascot.