DEKALB, IL, USA
N6323Q
MOONEY M20F
THE PILOT STATED THE AIRPLANE'S ENGINE WAS DIFFICULT TO START DUE TO COLD WEATHER. ONCE THE ENGINE STARTED, HE SAID IT RAN ROUGH, MAKING POPPING SOUNDS SIMILAR TO BACKFIRING. THE PILOT SHUT THE ENGINE DOWN AFTER RUNNING IT FOR TEN MINUTES. UPON COMPLETING THE PREFLIGHT INSPECTION THE PILOT RESTARTED THE ENGINE, STATING IT RAN SMOOTHLY. ACCORDING TO THE PILOT, THE ENGINE BEGAN TO MAKE SOFT POPPING SOUNDS MIDWAY THROUGH THE TAKEOFF ROLL. THE PILOT SAID THE AIRPLANE STOPPED CLIMBING WHEN IT REACHED ABOUT 200 FEET ABOVE THE GROUND AFTER TAKEOF. THE PILOT BEGAN A TURN TO A DOWNWIND LEG DURING A DESCENT. SHORTLY AFTER ESTABLISHING THE AIRPLANE ON A DOWNWIND LEG, THE PILOT NOTICED IT WAS DESCENDING TOWARD A BRIDGE. HE SAID HE TURNED THE AIRPLANE TO AVOID HITTING THE BRIDGE AND '...GLIDED ONTO THE GROUND.' THE CAUSE OF THE PILOT REPORTED POWER LOSS WAS NOT DETERMINED DURING THE ON-SCENE INVESTIGATION AND ENGINE RUNUP. THE PILOT HAD ABORTED A TAKEOFF ON THE FLIGHT PRIOR TO THE ACCIDENT FLIGHT DUE TO A ROUGH RUNNING ENGINE.
On January 11, 1994, at 1558 central standard time (CST), a Mooney M20F, N6323Q, registered to Gary Trendler of Geneva, Illinois, and piloted by a private pilot, was substantially damaged during a collision with terrain while performing a forced landing. Visual meteorological conditions prevailed at the time of the accident. The 14 CFR Part 91 flight was not operating under a flight plan. The pilot reported minor injuries. The flight departed Dekalb, Illinois, at 1530 CST. The pilot stated N6323Q's engine was "...difficult to start due to the very cold weather... ." Once the engine started, it "...made popping sounds similar to backfiring and had difficulty developing full power." According to the pilot, "This same condition was experienced regularly after the airplane had sat in cold weather for extended periods." He said he ran the engine for approximately ten minutes and shut it down to do a preflight inspection. N6323Q's engine was restarted without difficulty after completion of the preflight inspection according to the pilot. The pilot stated, "Midway into the takeoff roll the engine began to make a soft popping sound similar to before but not severe." After taking off, the pilot said he decided to return to the airport and land. He said the airplane climbed to approximately 200 feet above the ground "...without any apparent decrease in engine output... ." At that point in the initial climb, the pilot said the airplane began to descend. As the airplane turned onto the downwind leg, the pilot said he believed the airplane was descending toward a bridge. He stated he turned the airplane to avoid hitting the bridge and "...glided onto the ground." The on-scene investigation revealed N6323Q's last annual inspection was on January 8, 1989. An examination of the engine "... revealed no abnormalities..." according to the Federal Aviation Administration (FAA) Principal Maintenance Inspector (PMI) representing the NTSB. The engine was test run approximately one-and one-half months after the accident. It started immediately with no hesitation in RPM. Within 30 seconds of the engine's starting, a full power increase was made. The POI observed a smooth increase in power, "... no hesitation or power loss was observed." N6323Q's fuel tanks had ruptured during the crash sequence. The local fire department had sprayed water on N6323Q's wreckage. The interiors of the fuel tanks were filled with water, ice and snow.
was an aborted takeoff not performed by the pilot-in-command. Factors related to the accident were the partial power loss for undetermined reasons and the continued operation of the airplane with a deficiency.
Source: NTSB Aviation Accident Database
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