|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||airport : mwc|
|Altitude||agl bound lower : 0|
agl bound upper : 700
|Controlling Facilities||tower : mwc|
|Operator||general aviation : instructional|
|Make Model Name||Small Aircraft, High Wing, 1 Eng, Fixed Gear|
|Flight Phase||climbout : intermediate altitude|
|Route In Use||approach : circling|
|Function||flight crew : single pilot|
|Qualification||pilot : commercial|
pilot : instrument
pilot : cfi
|Experience||flight time last 90 days : 34|
flight time total : 287
flight time type : 115
|Anomaly||aircraft equipment problem : critical|
other anomaly other
other spatial deviation
|Independent Detector||other flight crewa|
|Resolutory Action||flight crew : declared emergency|
none taken : unable
|Consequence||faa : investigated|
I departed runway 22 at mwc. On reaching 700' AGL, I noticed a rough engine. I checked the fuel valve, the mixture and turned on the carburetor heat. I then told the tower that I was returning to land. I attempted to enter a downwind for runway 22. However, the engine began to throb and I closed the throttle. I told the tower I would land runway 33. At this point I was about 500' AGL on the southern boundary of the airport. I attempted to slip the plane down to a landing. I was unable to get the airplane down in time. I do not recall what my flap settings were at this time. As I ran out of runway, I attempted to get some power for a 180 degree turn to land into the wind. The engine produced no power at all. At this time I set down hard, collapsing the landing gear and sliding to a halt. I shut down all power and turned off the fuel after evacuating the passenger. The only possible reason that I can think of for engine failure was that the plane was fueled with 5 gals to each tank 2 trips (45 mins) before the accident and I did not check the sumps before departure. Callback conversation with reporter revealed the following: the FAA has investigated the incident and forwarded their information to the NTSB. The FAA inspector indicated that no charges would be filed. They found that the #2 cylinder was fouled and the #4 cylinder had no compression. Reporter has taken more dual training in slipping the aircraft and has determined that when he was making his slip to the right the indicated airspeed is incorrect and thus when the aircraft is straightened for landing there is an airspeed increase that has to be dissipated before aircraft will land. He was slipping to the right in the reported incident. The aircraft landed on the turf between the runways.
Original NASA ASRS Text
Title: GA SMA EMERGENCY LNDG WHEN POWER WAS LOST DURING ICB.
Narrative: I DEPARTED RWY 22 AT MWC. ON REACHING 700' AGL, I NOTICED A ROUGH ENG. I CHKED THE FUEL VALVE, THE MIXTURE AND TURNED ON THE CARB HEAT. I THEN TOLD THE TWR THAT I WAS RETURNING TO LAND. I ATTEMPTED TO ENTER A DOWNWIND FOR RWY 22. HOWEVER, THE ENG BEGAN TO THROB AND I CLOSED THE THROTTLE. I TOLD THE TWR I WOULD LAND RWY 33. AT THIS POINT I WAS ABOUT 500' AGL ON THE SOUTHERN BOUNDARY OF THE ARPT. I ATTEMPTED TO SLIP THE PLANE DOWN TO A LNDG. I WAS UNABLE TO GET THE AIRPLANE DOWN IN TIME. I DO NOT RECALL WHAT MY FLAP SETTINGS WERE AT THIS TIME. AS I RAN OUT OF RWY, I ATTEMPTED TO GET SOME PWR FOR A 180 DEG TURN TO LAND INTO THE WIND. THE ENG PRODUCED NO PWR AT ALL. AT THIS TIME I SET DOWN HARD, COLLAPSING THE LNDG GEAR AND SLIDING TO A HALT. I SHUT DOWN ALL PWR AND TURNED OFF THE FUEL AFTER EVACUATING THE PAX. THE ONLY POSSIBLE REASON THAT I CAN THINK OF FOR ENG FAILURE WAS THAT THE PLANE WAS FUELED WITH 5 GALS TO EACH TANK 2 TRIPS (45 MINS) BEFORE THE ACCIDENT AND I DID NOT CHK THE SUMPS BEFORE DEP. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING: THE FAA HAS INVESTIGATED THE INCIDENT AND FORWARDED THEIR INFO TO THE NTSB. THE FAA INSPECTOR INDICATED THAT NO CHARGES WOULD BE FILED. THEY FOUND THAT THE #2 CYLINDER WAS FOULED AND THE #4 CYLINDER HAD NO COMPRESSION. RPTR HAS TAKEN MORE DUAL TRNING IN SLIPPING THE ACFT AND HAS DETERMINED THAT WHEN HE WAS MAKING HIS SLIP TO THE RIGHT THE INDICATED AIRSPD IS INCORRECT AND THUS WHEN THE ACFT IS STRAIGHTENED FOR LNDG THERE IS AN AIRSPD INCREASE THAT HAS TO BE DISSIPATED BEFORE ACFT WILL LAND. HE WAS SLIPPING TO THE RIGHT IN THE REPORTED INCIDENT. THE ACFT LANDED ON THE TURF BTWN THE RWYS.
Data retrieved from NASA's ASRS site as of August 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.