Independence, OR, USA
N130GS
WESTER/STEIGER GLASTAR
The pilot reported that, while on final approach, the engine experienced a total loss of power and that he unsuccessfully attempted to restart it. He initiated a forced landing to a field, and, during the landing, the left float folded underneath the fuselage. Postaccident examination of the engine and airframe revealed no preimpact mechanical malfunctions or failures that would have precluded normal operation. Fuel was found on board, and it was not contaminated. The reason for the loss of engine power could not be determined.
On July 22, 2013 about 1440 Pacific daylight time, an amphibious float equipped experimental-amateur built Wester/Steiger Glastar, N130GS, sustained substantial damage during a forced landing in a field about 3 miles south of Independence State Airport (7S5), Independence, Oregon. The commercial pilot and passenger were not injured. The airplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed and a visual flight rules flight plan was filed. The cross-country flight originated from Charles M. Shultz-Sonoma County Airport, Santa Rosa, California, at 1100 with an intended destination of 7S5. The pilot reported in a written statement to the National Transportation Safety Board (NTSB) investigator-in-charge (IIC) that while he was on a straight and final approach to runway 34, about 1,300 feet, the engine lost power. The pilot moved the throttle, turned the fuel boost pump on, and executed the emergency checklist. Despite his efforts, he could not restart the engine and initiated a forced landing to an open cropped field. During the landing, the left float folded underneath the fuselage and the airplane came to rest upright. Postaccident examination of the airplane was conducted by a Federal Aviation Administration (FAA) inspector, and revealed the left wing upper surface was buckled and the fuselage was damaged near the float to fuselage attach points. Continuity was obtained from the cockpit engine controls to the engine. Fuel samples from both wing tanks tested negative for contaminates and debris. The fuel was blue in color and was consistent with Avgas. Both the fuel boost pump and fuel transfer pump were turned on and both made audible indications of normal operation. The engine cowling was removed and revealed no signs of fuel or oil leakage. No anomalies were noted during the visual inspection of the engine. The propeller assembly was rotated by hand and had a resistance consistent with cylinder pressure. According to the FAA inspector, the pilot reported that he had planned a 3 hour 30 minute flight and had a total of 50 gallons of fuel onboard. The pilot estimated a fuel burn rate of about 10.5 gallons per hour, totaling 36.75 gallons of fuel. During the wreckage recovery process, 7.5 gallons of fuel was drained from the wing tanks. The fuel selector was found in the OFF position. According to the airplane logbooks, on March 30, 2002, a header tank system was installed on the airplane which would make all fuel within the wing fuel tanks usable.
The total loss of engine power for reasons that could not be determined because postaccident examinations did not reveal any anomalies that would have precluded normal operation.
Source: NTSB Aviation Accident Database
Aviation Accidents App
In-Depth Access to Aviation Accident Reports
