SPRAY, OR, USA
N8666K
Stinson 108-1
The pilot reported through counsel that on descent to his destination, he experienced a 'rough engine' and attempted a precautionary landing at a farm airport. He stated he 'misjudged [a] power line on approach' to the precautionary landing area, striking the power line and landing hard in a farm field. The pilot's report indicated no mechanical malfunction or failure was involved, expressing a belief that the power loss was due to carburetor icing. Temperature and dewpoint reported at the nearest weather observation station during the accident time frame did not indicate that a carburetor ice hazard existed. An FAA inspector who examined the wreckage the day after the accident found the airplane's fuel tanks nearly full of automotive or mixed automotive/aviation fuel; however, the pilot's accident report indicated the pilot did not know how much fuel was on board at the last takeoff. The pilot had not received a required biennial flight review in approximately 11 years, and he did not possess a current medical certificate. Additionally, the airplane had not received any inspections in the last 4 years.
On September 14, 1998, approximately 1410 Pacific daylight time, a Stinson 108-1, N8666K, operated as a 14 CFR part 91 personal/business flight, struck a power line and subsequently impacted terrain during an attempted landing in a wheat field near Spray, Oregon. The aircraft was substantially damaged. The private pilot, who was the sole occupant, was uninjured. The flight originated at Kimberly, Oregon, with a destination of Spray. No flight plan had been filed, and visual meteorological conditions existed at the time of the accident. The pilot furnished a report of the accident to the NTSB through counsel. The pilot's report stated: "On descent into airport experienced rough engine and attempted precautionary landing at farm airport. Misjudged power line on approach and broke wires and landed hard in farm field...." Information furnished on the pilot's NTSB accident report indicated the pilot's last required flight review was in 1987, the last inspection on the aircraft was performed in 1994, and the pilot's medical certificate was expired (issued in 1994). An FAA inspector who examined the aircraft on the day after the accident further reported that the aircraft appeared to be equipped with non-approved, automotive-type fuel quantity and oil pressure gauges. The FAA inspector reported that both fuel tanks were found near full, with the scent of the fuel in the right tank being similar to that of auto fuel or a mixture of automotive and aviation gasoline. The pilot's NTSB accident report indicated that the pilot did not know how much fuel was aboard the aircraft at the last takeoff. The pilot's NTSB accident report also indicated that no mechanical malfunction or failure was involved in the accident (expressing a suspicion that the power loss was due to carburetor ice.) Temperature and dewpoint at John Day State Airport, John Day, Oregon (approximately 44 nautical miles southeast of Spray), was reported as 32 degrees C (90 degrees F) and -1 degree C (30 degrees F), respectively, at 1446. According to FAA carburetor ice hazard prediction data, this combination of temperature and dewpoint does not pose a carburetor ice hazard.
A partial loss of engine power, and the pilot's subsequent misjudgment of clearance with a transmission wire during a precautionary landing approach. The reason for the power loss was not determined; however, the pilot reported that it was not of a mechanical nature. The transmission wire was a factor.
Source: NTSB Aviation Accident Database
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