ATCHISON, KS, USA
N2990G
Champion 7ECA
The pilot of the accident airplane said that he had flown around the local area and was returning to his private airport for two or three touch and go landings. On his last approach, he said that he made a long gliding decent to the runway. The airplane touched down, and then applied power. The airplane rose to approximately 25 feet above ground level, and then lost engine power. He stated that the airplane settled, and impacted trees. Postaccident inspection and a test run of the engine disclosed no evidence of any preimpact mechanical anomalies.
On April 9, 1999, at 1816 central daylight time, a Champion 7ECA, N2990G, piloted by a private pilot, sustained substantial damage on impact with trees and terrain after take off from a private airport (2,000 feet X 60 feet/sod) near Atchison, Kansas. The pilot stated that after takeoff, the engine became silent and quit before settling into and impacting trees. The pilot received serious injuries. The personal flight was conducted under 14 CFR Part 91. Visual meteorological conditions prevailed at the time of the accident. No flight plan was on file. The local flight originated from the private airport near Atchison, Kansas approximately 20 minutes earlier. The pilot stated that he did a walk around inspection of the accident airplane and checked the flight controls. He said that, on the pre-flight, both fuel tanks were full and both were drained and checked for water. He stated that the fuel strainer was checked for water. The pilot stated, "All ok." He started up the airplane and taxied to the end of the runway. He said that he ran the engine up, tested the magnetos, and set the trim. The pilot stated that he had taken off from his private airport and had flown around the local area. He said that he returned to the airport for touch and goes on runway 12. The pilot said that, on the last approach, he made a long gliding descent with the airplane to the runway. He stated that when the airplane touched down, he applied power for take off, the airplane rose to approximately 25 feet above ground level, and then the airplane lost engine power. The pilot said that the carburetor heat was on. He said that with no engine, "...the only place to go was down...." The pilot said there was no landing place except into the trees. He said that the airplane settled, impacted trees, and came to rest impacting terrain 200 feet lower than runway 12's elevation. A neighbor witnessed the sounds of the airplane doing several touch and goes. The witness stated that the last time the airplane came in, he heard the airplane idle down as if it was landing and then it accelerated again as if it was taking off again." "Then" the neighbor said, "I heard a noise like a rotary mower mowing brush momentarily." The witness said, "...it sounded as if he [decelerated] and then I heard timber breaking." He said that then he knew the pilot was in trouble. The accident engine, a Lycoming O-235-C1, serial number L-9312-15, was test run on May 4, 1999. Party members at the test included the Federal Aviation Administration and Textron Lycoming. The engine was attached to the fuselage for the test. Other than the crushed carburetor intake box and crushed right muffler and tail pipe, the engine showed little visual impact damage. An inspection of the right muffler found a loose baffle inside. The inspection could not determine if the baffle became loose because of impact forces or prior to impact. The magnetos, carburetor, starter, and alternator were attached in place. The accident propeller was bent and it was replaced with a Sensenich model 74DM O 58 propeller. The engine was started and was allowed to warm up. Oil pressure was 68 psi and the oil temperature was 120 degrees Fahrenheit. The magneto operation was checked and then carburetor idle cut off was selected. The engine was shut down and inspected for leakage. After the warm up, the engine was test run. A magneto check at 1700 RPM showed a 75-100 RPM drop on the left side and a 100-125 RPM drop on the right side. The engine produced 2100 RPM during the five-minute test. The engine was visually examined during the test and no pre-existing engine deficiencies were noted. The engine test and examination did not produce any evidence that the engine was not capable of operation and producing power at the time of the crash.
The loss of engine power for unknown reasons.
Source: NTSB Aviation Accident Database
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