History of Flight
On October 17, 2010, about 0900 eastern daylight time, a Siai-Marchetti S.205/22R, N934W, operated by a private individual, was substantially damaged during a forced landing after a loss of engine power in Farmingdale, New York. The certificated commercial pilot and two passengers sustained serious injuries; one passenger was killed. Visual meteorological conditions prevailed and no flight plan had been filed for the local flight under 14 CFR Part 91.
The airplane was jointly owned by the pilot and one of the passengers, and was based at Republic Airport (FRG). The pilot and passengers intended to fly to Millbrook, New York. At 0828, the pilot aborted the initial takeoff from runway 32 due to a low cylinder temperature indication, and taxied to parking. At 0843, he requested to taxi back, and the airplane departed at 0851. At 0855, it was cleared for a touch-and-go landing. At 0857, while on final approach, the pilot requested a go-around. The tower controller asked if there was a problem; the pilot replied no. The airplane was subsequently cleared for a low approach over runway 32.
The pilot reported that at about 400 to 500 feet above the runway, the engine experienced a gradual, total loss of power. He attempted a forced landing to a road; however, the airplane struck trees and four parked vehicles before coming to rest. He believed the initial aborted takeoff was due to a fouled spark plug, corrected during run-up. One passenger, also a licensed pilot, reported the engine ran rough during the aborted takeoff and was "missing and surging" at 1,200 feet. The pilot manipulated throttle and mixture controls; the fuel selector was not moved and electric boost pumps remained on. A witness observed the airplane climb steadily with smooth engine noise, then the engine suddenly sputtered and went quiet, followed by descent.
Pilot Information
The pilot, age 55, held a commercial pilot certificate with single-engine land, multiengine land, and instrument airplane ratings, as well as an FAA airframe and powerplant mechanic certificate. His most recent second-class medical certificate was issued June 10, 2009. He had accumulated about 1,100 total flight hours, including about 200 hours in the accident make and model. His most recent biennial flight review was conducted in the accident airplane on September 4, 2010.
Aircraft Information
The five-seat, low-wing, retractable-gear, all-metal airplane was manufactured in 1969. It was powered by a Franklin PZLF-6A-350 series, 220-horsepower engine, equipped with a Hartzell propeller. The pilot reported fuel tanks were topped off the week prior at Bridgeport, Connecticut, before returning to FRG. A rear-seated passenger stated tanks were full or nearly full before the accident flight. During preflight, initial fuel samples from three sumps contained small particles, but the tanks were sumped until no contamination was evident. The pilot maintained the airplane; at the accident, it had about 17 hours since its most recent annual inspection on September 1, 2010. Total airframe time was about 1,905 hours, with 475 hours since engine overhaul.
Meteorological Information
Weather reported at FRG at 0853: wind 270° at 6 knots, visibility 10 miles, sky clear, temperature 11°C, dew point 3°C, altimeter 29.93 inches of mercury.
Wreckage and Impact Information
All major components were accounted for. The airplane came to rest upright, about 210 feet from an initial tree strike, on a heading of about 100°, about 1,900 feet west-northwest of the departure end of runway 32. A ground scar oriented on a heading of about 190° was observed along the road. The lower forward engine cowling was crushed upward, and the engine canted downward. The left wing was bent aft and separated at the forward wing spar with leading edge crush damage. The right wing remained attached with no leading edge damage but trailing edge damage near the wingtip. The right horizontal stabilizer was undamaged; the left horizontal stabilizer leading edge was dented near the tip. Both elevator trailing edges had impact damage. The vertical stabilizer was undamaged; the rudder remained attached with minor surface buckling. The landing gear was retracted; the left main gear tire assembly was separated.
Flight control continuity was confirmed for rudder, elevator, and ailerons. The flap handle was in the retracted position; flaps moved freely. The fuel selector valve handle was initially observed in the left tank position, but later found separated; when installed, it indicated the right tank position, which was confirmed by blowing air through the valve. Fuel was present in lines to and from the valve. The engine remained attached; the two-bladed propeller was attached. One blade was straight with no visible damage; the other was twisted aft under the engine with scraping damage consistent with ground contact. Spark plugs were intact with gray electrodes. Hand-rotation of the engine established valve train continuity and thumb compression on all cylinders; magnetos produced spark through all leads. Throttle and mixture continuity from cockpit to carburetor was observed. Fuel was present in the line to the carburetor and in the carburetor bowl; it was light blue with no water contamination. Electric fuel boost pumps energized when connected to a 12-volt battery. The engine-driven fuel pump drive shaft was intact and rotated freely.
The airplane was equipped with a JP Instruments EDM 700/800 engine monitor. Data was successfully downloaded; it recorded only cylinder head temperature (CHT), exhaust gas temperature (EGT), and battery voltage. EGT and CHT rose about 200° and 30°, respectively, during the minute preceding power loss. The carburetor was retained for flow check at the manufacturer; it demonstrated a slightly rich fuel flow but no discrepancies precluding normal operation.
Medical and Pathological Information
An autopsy performed on the passenger by the Office of the Chief Medical Examiner, Nassau County, New York, attributed the cause of death to multiple blunt force injuries.