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.