What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
Lost power on climbout. Tried restart instead seeing about landing. Impact high speed causing greator damage. (.4)the takeoff for the sightseeing flight seemed normal until approximately 500 feet AGL. The pilot observed the airspeed decreasing and the manifold pressure drop from 36.5 inches to 23 inches. He turned the auxiliary fuel pump on and was unable to restart the engine. He performed a forced landing in rough, sandy terrain. Postcrash examination of the airplane revealed that the upper induction tube, which conducted compressed turbocharger intake air to the throttle body, was found separated at a rubber connecting sleeve approximately 10 inches prior to the throttle body. Scenic airlines maintenance personnel had installed a remanufactured zero time engine on July 30, 1996. The T207A information manual did not provide abnormal operating procedures for continued engine operation following turbocharger failure. There is no current FAA requirement to include information regarding the proper operation of an airplane by the aircraft manufacturer in the event of a loss of compressed induction air while flying a turbocharged airplane.
As the FAA filed it
LOST POWER ON CLIMBOUT. TRIED RESTART INSTEAD SEEING ABOUT LANDING. IMPACT HIGH SPEED CAUSING GREATOR DAMAGE. (.4)THE TAKEOFF FOR THE SIGHTSEEING FLIGHT SEEMED NORMAL UNTIL APPROXIMATELY 500 FEET AGL. THE PILOT OBSERVED THE AIRSPEED DECREASING AND THE MANIFOLD PRESSURE DROP FROM 36.5 INCHES TO 23 INCHES. HE TURNED THE AUXILIARY FUEL PUMP ON AND WAS UNABLE TO RESTART THE ENGINE. HE PERFORMED A FORCED LANDING IN ROUGH, SANDY TERRAIN. POSTCRASH EXAMINATION OF THE AIRPLANE REVEALED THAT THE UPPER INDUCTION TUBE, WHICH CONDUCTED COMPRESSED TURBOCHARGER INTAKE AIR TO THE THROTTLE BODY, WAS FOUND SEPARATED AT A RUBBER CONNECTING SLEEVE APPROXIMATELY 10 INCHES PRIOR TO THE THROTTLE BODY. SCENIC AIRLINES MAINTENANCE PERSONNEL HAD INSTALLED A REMANUFACTURED ZERO TIME ENGINE ON JULY 30, 1996. THE T207A INFORMATION MANUAL DID NOT PROVIDE ABNORMAL OPERATING PROCEDURES FOR CONTINUED ENGINE OPERATION FOLLOWING TURBOCHARGER FAILURE. THERE IS NO CURRENT FAA REQUIREMENT TO INCLUDE INFORMATION REGARDING THE PROPER OPERATION OF AN AIRPLANE BY THE AIRCRAFT MANUFACTURER IN THE EVENT OF A LOSS OF COMPRESSED INDUCTION AIR WHILE FLYING A TURBOCHARGED AIRPLANE.
NTSB investigation
The NTSB’s investigation of this event, with its probable cause and findings. Matched to this report by N-number and date.