Here goes: Everything new in the airplane, new in the crate IO-390 with dual p-mags and Garmin avionics. 75 hours on the engine and airframe.

I took off out of 52F (just north of lake Grapevine). Headed north to make sure I stayed below DFW Class B airspace.

Made a right turn direct T31 (McKinney). I find proceeding up “initial” (or flying over the runway at pattern altitude) is advantageous for traffic sequencing especially when not familiar with the airport, and that’s what I did.

As I made my 180 degree onto downwind, I had reduced power. Upon attempting to advance power to hold airspeed - nothing. No noticeable change in engine sound, no sputtering, no indication other than engine stayed rolled back. I had time to switch fuel tanks, make a distress call, and find a field.

I had cleared a residential area, but traded some airspeed for altitude in order to do so.
Came down hard and suffered a burst fracture of my L3 vertebrae and broke 4 ribs. 2 weeks in the hospital and 5 weeks inpatient physical therapy. 6 months later I walk with a cane and go to PT 3 times a week.

Luckily I was minutes away from Baylor hospital.

Both gear legs broke and as the plane pancaked in the wheels punctured the right and left wing fuel tanks. Fuel leaked, but no fire.

A fellow pilot I visited the day before subsequently sent me an article regarding engine rollbacks caused by faulty fuel servos. Until the NTSB released their findings, that my best guess.

Also, IAT insurance company was awesome and easy to work with. The airplane was totaled and I got the check for the insured amount.

xia03 - the problem was the insidious nature of the engine failure. Recognized when attempting to advance power from the reduction prior to the overhead break, not when power reduced. Lowering the nose and rolling up the turn to go direct the threshold resulted in a building in front of me. The break was initiated over the numbers. Steering for a field was the only option.

thewesley69 - I am very much interested in talking to a witness, if your cousin is so inclined. Due to the trauma and drugs administered, I have no memory from about 500’ AGL to waking up post surgery. Please let me know if your cousin wouldn’t mind a conversation. Thank you

https://www.eaa.org/eaa/news-and-publications/eaa-news-and-aviation-news/2025-12-18-faa-airworthiness-concern-sheet-lycoming-io360-engine?utm_source=eaa_newsletter&utm_medium=email&utm_campaign=pubs_ehotline_2025&utm_content=cta

There’s the article.

Also, as my nerves are finding new pathways and repairing ones that can be, I am finding a very slow but steady increase in muscle strength. Most of the recovery happens in the first year but continues over time. I’m 6 months from surgery and I’m thinking I’ll be able to wean myself off the cane in a month or two.

To the RV-8 builder - you’ll love it! Engine choice comes down to weight vs HP. I have a friend who flies the RV-8 “Beautiful Doll”. He has been flying for 20 years. He swears by the Bendix throttle body. He has an angle valve IO-360 200 HP. If you choose to go higher HP over the 180 HP IO-360 M1B (parallel valve) you’ll have a heavier engine. My IO-390 weighed about 305 pounds. It had an Airflow Performance throttle body. The mixture and throttle cables were close to the higher heat areas, like the exhaust pipes, so I used California Cables high heat cables and wrapped them with heat reflective tape. I wrapped the nearby exhaust pipe with an insulation wrap. To help compensate for the weight, I put on aluminum gear legs and a light composite prop.

Until I find out the cause of the engine failure I can’t say if my setup with the engine choice was a factor. I can say that if you prioritize aerobatics over slightly better cross country performance, go with a Bendix throttle body on an IO-360 M1B and an aluminum prop.