On January 10, 2016, about 1135 Pacific standard time, an experimental amateur built airplane, Moore Onex, N1950J, experienced a loss of engine power shortly after takeoff from the Fresno Chandler Executive Airport (FCH), Fresno, California. The commercial pilot, who was the sole person on board, was fatally injured. The airplane sustained substantial damage during the forced landing. The airplane was registered to and operated by the pilot as a Title 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed and no flight plan was filed for the local flight. The pilot received serious injuries during the accident and succumbed to his injures several days after the accident. At 11:24, airport security camera video showed the accident airplane taxi to the run-up area to prepare for its initial flight test. At 11:34, the video showed the airplane depart from runway 29 and climb out normally through about 200 feet above ground level (agl). Another video from a witness, who was located near the taxiway, depicts the engine failure. The video audio echoed a smooth and complete engine shutdown that occurred in about 1.5 seconds. According to the pilot, shortly after the engine failure, he initiated a descending, left turn, in order to avoid an airport fence. Multiple witnesses, located at the airport, observed the airplane enter a steep left bank and rapidly descending as it pitched down. Subsequently, the airplane impacted terrain in a nose down, left wing low attitude. The accident airplane was equipped with a Garmin GPS 296, which revealed the airplane's flight path. The data revealed that the accident flight was about 46 seconds in duration. During the last 13 seconds of recorded data, the airplane was initially at an airspeed of 72 knots. The data then showed a continuous and rapid loss of airspeed. Additionally, the data showed the airplane starting to descend at that time. About the last 7 seconds of recorded data, the airplane made a left turn off the runway centerline that continued to the accident site. The data stopped recording at 11:35. Postaccident examination revealed that the airplane came to rest upright, nearly 180° from the runway heading and 800 ft from the runway threshold. The ground scars and airplane damage were consistent with the airplane impacting the ground in a nose down attitude, with left bank. The engine was partially attached to the airframe and found to be seized A disassembly was accomplished of the experimental engine. During the teardown examination, about 24 ounces of oil drained from the sump and internal portions of the engine. The oil screen was examined and was clear of metal contamination. The engine was disassembled and the center main bearing was galled, but was not seized, to the crankshaft journal. The force one main bearing was observed to be seized to the crankshaft. According to the Airframe & Powerplant mechanic and the Federal Aviation Administration (FAA) inspector, during the assembly of the engine, improper indexing of the Force One Main Bearing to the crankcase resulted in a complete misalignment of the oil passages. This misalignment blocked the oil transfer hole to the bearing, near the bearing retention dowel pin, thus preventing oil flow into the bearing. Circular impressions were observed on the force one main bearing crankshaft surface and on the crankcase bearing support, which would be consistent with the misalignment, where the oil feed hole was inadvertently used as the dowel pin hole. In the airplane engine assembly manual, it states: "First, check the fit of the Force One Main Bearing. Take one dowel pin and place it in the engine case bearing dowel pin hole. You have to place the dowel pin at the end of a drill and use a file to remove several thousandths from it's diameter to get it to fully seat in the dowel pin hole. When the dowel pin is installed, place the bearing in position, lining up the dowel pin hole in the bearing with the dowel pin in the engine case. Make sure the bearing is not held from seating fully in the case by a down pin that is too "high" by completing a visual check." Following this passage, the manual states: "Be careful not to mistake the oil feed hole for the dowel pin hole!"