LUBBOCK, TX, USA
N8866H
Grumman-Schweizer G-164A
The 800 hour pilot reported to the NTSB investigator-in-charge that shortly after a normal takeoff, the engine sputtered and coughed during the initial takeoff climb. The engine then operated normally for about 10 seconds, then it sputtered and backfired for another 15 seconds, until the engine stopped developing power. During the landing roll, the main landing gear dug into the soft dirt and the airplane nosed over coming to rest in the inverted position. A detailed examination of the engine induction air system revealed evidence of a previous engine induction system fire. The rubber induction air sleeve (P/N: A1535-13) was found charred and burned. The inspector stated that the restriction on airflow to the carburetor during a period of high power demand due to the collapsing of the air induction sleeve resulted in the loss of engine power. The airplane's total time in service was reported as 3,572 hours. The airplane had accumulated 7 hours since its last annual inspection.
On July 2, 1998, at 1430 central daylight time, a Grumman Schweizer G-164A agricultural airplane, N8866H, was destroyed during a forced landing following a loss of engine power near Lubbock, Texas. The foreign private pilot, sole occupant of the airplane, was not injured. The airplane was owned and operated by Horacio G. Mateos, an aircraft broker in Trenque Lauquen, Argentina. The airplane was being ferried from Lubbock, Texas, to Buenos Aires, Argentina, under Title 14 CFR Part 91. Visual meteorological conditions prevailed for the cross country flight for which a flight plan was not filed. The flight was originating at the time of the accident. According to the pilot, the 1975 airplane was purchased on June 12, 1998, by an airplane broker in Argentina from an individual in Trenton, North Carolina. The airplane was flown to Lubbock, Texas, where a ferry kit was installed to enable the airplane to carry fuel in the hopper for the ferry flight to Argentina. The pilot reported that a one hour test flight was performed on July 2, 1998, for completion and testing of the ferry kit installation. The 800 hour pilot reported to the NTSB investigator-in-charge (IIC) that shortly after his normal takeoff from runway 17R at the Lubbock International Airport (LBB), the engine sputtered and coughed during the initial takeoff climb at approximately 200 to 300 feet agl. The pilot stated that the engine then operated normally for about 10 seconds, then it sputtered and backfired for about 15 seconds, until the engine stopped developing power. The pilot further stated that at this time he estimated to be 2 to 3 miles south of the airport and he had already initiated a 180 degree turn in an attempt to return to the airport; however, he "was too low to make the runway" and the engine power was never regained. The airplane touched down in an open field and during the landing roll, the main landing gears dug into the soft dirt and the airplane nosed over coming to rest in the inverted position. There was no fire. Examination of the wreckage by the FAA inspector confirmed that that the biplane's top wings, the engine mounts, fuselage, and empennage sustained structural damage. No pre-existing anomalies were detected on the radial engine or any of its accessories. In a telephonic interview with the NTSB IIC, the pilot stated that he suspected that the loss of engine power was due to a fuel system interruption or anomaly. The airplane was last serviced with 100LL aviation fuel at an FBO at the Lubbock International Airport. The pilot reported that the airplane was loaded with 280 gallons of fuel for the non-stop flight to his first intermediate over night stop at Brownsville, Texas. The pilot said that he was the Argentine distributor for the U.S manufactured Weatherly Agricultural Aircraft, and he normally performs ferry flights from the United States to Argentina during the winter months in the southern hemisphere. The wreckage of the airplane was recovered to Horton Aero at the LBB airport for further examination and testing. The fueling records from the FBO were reviewed and samples were taken. No anomalies were found with the fuel. Subsequent examination of the engine by FAA inspectors revealed that no significant internal engine problems or serious discrepancies with the fuel or ignition systems that would have prevented normal engine operation. A detailed examination of the engine induction air system revealed evidence of a previous engine induction system fire. The rubber induction air sleeve (P/N: A1535-13) was found charred and burned. The inspector stated that the restriction on airflow to the carburetor during a period of high power demand due to the collapsing of the air induction sleeve resulted in the loss of engine power. The failed air induction sleeve is a condition item. A review to the maintenance records for the airframe and engine did not provide the installation date of the failed part. The airplane's total time in service was reported as 3,572 hours. The last annual inspection was performed on May 21, 1998, seven hours prior to the accident.
The loss of engine power due to the collapsed of the engine induction air ducting. Factors were the inadequate maintenance inspection and the lack of suitable terrain for the pilot to execute the forced landing.
Source: NTSB Aviation Accident Database
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