The private pilot reported that the accident flight was the second skydiving drop flight of the day. The
takeoff and initial climb were normal; however, between 900 and 1,000 ft above ground level, the
engine experienced a total loss of power. The pilot executed a forced landing to a field, resulting in
substantial damage to the airplane. About 5 gallons of fuel was removed from the airplane at the
accident site before transport. During a detailed examination, flight control cable continuity was
established from the cockpit to all control surfaces. The fuel selector valve was found between the right
tank and off position. The valve functioned normally when rotated by hand. Although the fuel selector
valve was found in between the “off” and right tank positions after the accident, it could not be
determined if the valve was in that position during the flight. The fuel strainer showed a small amount of
fuel present. The fuel was tested and the results were negative for water. There was a significant amount
of debris observed in the fuel strainer and the strainer bowl. The debris was consistent with caulking and
rust particles. The airplane had usable fuel onboard during the accident flight and the engine ran
smoothly during the day’s previous flight. Whether the debris found in the fuel filter bowl contributed to
the loss of power could not be determined.
Category: OK
The pilot reported that, during the postmaintenance test flight, the turboprop engine lost power. The
airplane was unable to maintain altitude, and the pilot conducted a forced landing, during which the
airplane was substantially damaged.
The engine had about 9 total flight hours at the time of the accident. A teardown of the fuel pump
revealed that the high-pressure drive gear teeth exhibited wear and that material was missing from them,
whereas the driven gear exhibited little to no visible wear. A metallurgical examination of the gears
revealed that the damaged drive gear was made of a material similar to 300-series stainless steel instead
of the harder specified M50 steel, whereas the driven gear was made of a material similar to the
specified M50 steel. Subsequent to these findings, the airplane manufacturer determined that the gear
manufacturer allowed three set-up gears made from 300-series stainless steel to become part of the
production inventory during the manufacturing process. One of those gears was installed in the fuel
pump on the accident airplane, and the location of the two other gears could not be determined. Based
on the evidence, it is likely that the nonconforming gear installed in the fuel pump failed because it was
manufactured from a softer material than specified, which resulted in a loss of fuel flow to the engine
and the subsequent loss of engine power.
The pilot reported that he was descending to land after his final flight of the day. The airplane was about 1,500 to 1,700 feet above ground level and about 1.25 miles from the airport when the engine lost total power. The pilot made an emergency landing to an open field, and the airplane sustained substantial damage to the fuselage.
The pilot stated that after departure and climbing to approximately 200 feet, the engine lost power and the airplane began to descend. During the forced landing the airplane struck a power line and impacted terrain resulting in substantial damage.
After departure, at an altitude of approximately 500 feet agl, the 2,100-hour pilot reported the engine “lost most of its power output.” The pilot stated he applied carburetor heat and did not notice improvement. The pilot banked the airplane slightly to the right to avoid an approaching tree line and initiated an emergency landing to an open grass field.
The 363-hour single-engine commercial rated pilot lost control of the airplane during a parachute activity flight. The airplane subsequently stalled and entered a spin to the left. A witness radioed the pilot and asked what was wrong, and the pilot replied that he was in a spin and didn’t know what to do.
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.