Accident Sequence
The pilot had completed a 2 hour 55 minute flight. After landing, the fuel tanks were filled, and a preflight inspection using a checklist revealed no contaminants when checking the fuel. During engine run up using a checklist, 10 degrees of flaps were selected, and the pilot departed. After a positive rate of climb, the gear selector switch was placed in the up position; however, the landing gear remained down due to the automatic gear extender system, which lowers the gear automatically when airspeed is below a certain value. Around 100 feet, the engine suddenly quit. The pilot descended to maintain airspeed and collided with trees. The next thing the pilot remembers is being in the airplane on the ground.
According to the FAA inspector who examined the accident site, the airplane impacted a dirt road with the landing gear extended. The left wing separated after colliding with a light pole 6-7 feet above ground level. The airplane spun around and came to rest upright.
Examination Findings
Examination of the engine revealed crankshaft, camshaft, and valve train continuity; compression and suction were noted in all cylinders. The magnetos sparked to all plugs of all cylinders, and the engine-driven fuel pump and vacuum pump were operational. The servo fuel injector flowed 45.8 pounds per hour (pph) at full throttle; the service limits are 82.9 to 94.0 pph. Disassembly revealed white solid contaminants, water droplets, and rust inside the fuel regulator, fuel diaphragm, mixture control unit, and the fuel strainer and housing. The fuel diaphragm stem was checked and showed 0.008 inch full deflection. The servo injector had the original Lycoming lead seal and was manufactured on April 28, 1969.
Maintenance Records
A review of the engine maintenance records showed that the servo injector had not been overhauled since the date of manufacture. Service Bulletin PRS-97, released by Precision Airmotive Corp. on November 11, 1991, establishes overhaul and calibration of the fuel injection system to be done every 10 years; however, compliance is not required by the FAA.