The pilot was returning to the departure airport following the release of skydivers. The airplane was on a straight in approach to the runway during windy conditions when the engine lost power. The pilot applied full throttle but the engine did not respond.
After releasing skydivers, the pilot was descending the airplane from 11,000 feet and returning to his home airport. He utilized carburetor heat while descending to 3,000 feet, and everything seemed normal during the approach to the 3,999-foot-long asphalt runway. The bounced upon landing and the pilot initiated a go-around; however, the airplane experienced a loss of engine power during the initial climb, about 50 to 75 feet above ground level (agl).
After completing a flight with a load of skydivers, the pilot “dipped” the left tank and it indicated 15 gallons of fuel. He then flew another flight to 3,500 feet MSL and started his descent. The pilot reduced power to 1,600 rpm and 16 inches of manifold pressure, and applied full carburetor heat. As the aircraft was approaching pattern altitude, approximately 1,000 AGL, the engine quit without warning.
According to the pilot, he completed an air drop of skydivers and was returning to land. During the final approach, he added power to maintain altitude and obstacle clearance, and the engine “quit without sputter[ing].” He made a forced landing in a sagebrush covered field. The airplane struck the ground, slid down a gully, and struck a tree.
After the pilot dispatched two parachutists, the pilot commenced his descent to return to the airport. While on final approach, approximately 200 feet AGL, the engine lost power. The pilot attempted to land in a nearby open field rather than to attempt maneuvering around high power lines near the airport.
The pilot stated that as the aircraft descended, the engine was operating at 2000 rpm, and the selected manifold pressure was 15 in Hg, and at 8,000 feet he noticed that the engine had ceased operating. Prior to noticing that the engine had ceased operating he said everything had been normal, but as he maneuvered to land he felt he was too far down the runway to land safely, so he elected to perform a go-around.
The pilot of the skydiver dropping aircraft reported that the engine lost power at the end of his descent from the 12,000-foot drop altitude as the airplane approached a landing 3-mile base leg. When the engine lost power, he checked that the fuel selector was in the “both” tanks position, the mixture was in the “rich” position, and checked individual magnetos; all with no effect.
The pilot stated that while descending through 6,000 feet msl, the engine lost power. The pilot reported that when he enriched the mixture, the engine regained power. He stated that he left the mixture full rich; however, when the airplane was at 600 feet and turning to base, the engine lost power again.
Following the 12th sport parachute jump of the day, which occurred after sunset, ground witnesses observed the airplane descend into the ocean in a left wing low, nose down attitude. They did not hear the engines sputtering or popping, or see the airplane make any erratic movements during its descent.
The pilot stated he was attempting to land after another airplane which had stopped on the runway. He transmitted three times in an attempt to get the other airplane to expedite off the runway. He then executed a go-around using full power and low pitch. According to the pilot, the engine accelerated briefly, then sputtered, and the propeller began windmilling.
After descending from 3,000 feet with engine power off and the carburetor heat on, the pilot entered the traffic pattern to land. While on downwind and base legs the pilot cleared the engine and it responded normally. While on final approach he increased the engine throttle and the engine did not respond.
The airplane flew eight times on the same day, prior to the accident flight, taking skydivers aloft and releasing them. According to the airplane’s log, the airplane was refueled 2 flights prior to the accident flight with 20 gallons of fuel. According to the owner, this was to keep the airplane within the center of gravity limits.
During the landing approach, the pilot realized the airplane was high and ‘started a go around, obtaining partial power.’ When he added additional power, the engine ‘stalled.’ A forced landing was made on the airport. The airplane crossed a taxiway and struck a stockpile of building material. Following the accident, the engine was started and ran ‘normally.’
The pilot reported that after parachutists (skydivers) jumped from 13,000 feet, he returned to the airport. While on base leg for landing, two radio-controlled model airplanes were observed flying near the approach end of the runway. The model airplanes swung wide and blocked the first 2,000 feet of the approach end of the runway; thus, moving the available touchdown zone closer to the departure end of the runway.
The pilot reported that climbing through 550 feet agl, the engine lost power. He lowered the nose of the airplane, established a glide, checked the engine controls and fuel selector, and pulled the carburetor heat control to no avail. At one point, ‘the engine started but would run at a fast idle, and for only a few seconds.’ he conducted a forced landing in a soybean field. Examination of the wreckage revealed no anomalies. During a test in a production test cell, the engine operated normally and produced maximum rated power.
The airplane was at 8000 feet, four parachutist had jumped, and the pilot then descended the airplane to the pattern altitude of 1,400 feet. During this descent, carburetor heat was not applied. The pilot then initiated the approach and landing to runway 19. During the approach the pilot applied carburetor heat twice for short periods of time. On final approach the pilot needed additional power to reach the runway.
The airplane was being used to haul skydivers. According to the pilot, after about the third or fourth flight, there was a partial loss of power, due to a fuel tank vent that had been blocked by a mud dauber nest. The pilot noted that when a fuel cap was removed, he heard a ‘hiss’ as differential air pressure was relieved. Maintenance was performed to clear the vent, then the pilot continued hauling skydivers.
The pilot stated after the third parachute jumper exited the aircraft, he ‘…Continued at reduced power and started to glide down…For landing. As i was starting a long final approach i saw that i would need power to maintain the glide slope. There was no response when i advanced the throttle.’ attempts to restart the engine were unsuccessful and the pilot made a forced landing.
During a vfr final approach, following a parachute jumping flight, to a private airstrip the engine lost all power. The pilot made a forced landing into a field. The owner/operator reported that the flaps remained in the up position at the accident site and that the pilot had stated the flaps remained in the up position during the approach and landing. The manufacturers’ procedures list full flaps for a shortfield landing. During the flare/touchdown the nose gear collapsed and the airplane came to rest in an inverted position. The cause of the power loss was not determined.
The pilot reported that shortly after takeoff on a parachute jumping flt the left engine lost power, but a second later power was restored. Soon afterwards a total power loss occurred. According to the pilot, the propeller stopped rotating and did not windmill. He did not feather the left propeller. He made a shallow left turn toward an open field, while trying to return to the airport. He was unable to maintain adequate airspeed or altitude, and in order to maintain aircraft control, he reduced power on the right enggine. He made a forced landing in a wheat field. The airplane came to a stop and all occupants escaped the airplane before it caught fire. The examination of the airplane did not disclose evidence of mechanical malfunction.
The plt stated the purpose of the flt was to drop parachute jumpers. The jumpers deplaned at 8500 ft msl and the plt reduced pwr for a descent and landing at the arpt of departure. He stated he did not apply carb heat during the entire descent and he entered the traffic pattern with reduced pwr.During final apch, he applied throttle but the eng would not respond, it would only run rough. The plt stated the acft was descending rapidly and it was obvious he would not be able to land on the arpt. He landed the acft in a plowed, muddy fld where it nosed over.
The preflight, engine runup and initial takeoff were uneventful. At approx 600 ft agl the engine sputtered for two or three seconds then stopped. The pilot turned back toward the runway but was too low. He crash landed in a gravel quarry after clipping power lines. No engine abnormalities were noted during a subsequent engine teardown. The reason for the engine failure could not be determined. The operator believed that either the mixture control had backedoff during the climb ot that the parachutist in the front rt seat had inadvertently pulled the mixture off with a piece of her equipment during the climb, causing the power loss.
While descending toward the arpt, after 4 parachute jumpers had egressed, the eng loss all power. There was insufficient alt to glide to the arpt, so the plt elected to land in an area with rice paddies. As the acft touched down, it encountered a dike & nosed over, an exam revealed that some fuel was remaining in the fuel tanks. About 1 pint of fuel was drained from the fire wall fuel strainer. No water was found in the fuel sys. Aprx 25 mi south at merced, ca, the temp & dew point were 87 & 50 deg, respective. According to icg probability charts, carb ice would have been possible at glide power; however, icing was not verified.
A climb was made to 10,000 ft on a skydiving flight. The pilot reported that after descending to 2000 ft, the engine began to lose power and run rough. He elected to make an off-airport landing in a field. Near the end of the landing roll, the nose gear sank into soft terrain, and the aircraft flipped over.