What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
(-23) On February 27, 2006, Cessna aircraft N5798M, was attempting a take-off on runway 22 at the Zanesville Municipal Airport (zzv). A brief history showed the pilot had just purchased the aircraft and planned on returning to wichita falls, TX. The day of the incident the pilot arrived at the airport at 1030 hrs. The weather prevented him from departing until 1545 hrs. After the incident the pilot made the following statement: the aircraft had been topped off with fuel, prior to departure a preflight inspection and run-up of the aircraft were completed with no noted discrepancies. The airplane started to climb from take-off when the right engine failed. During the interview with the FAA inspector, the pilot said he chose to land after the right engine failed. He continued to say he tried to get the gear down before contacting the runway. The aircraft contacted the end of the runway and skidded off onto a grassy overrun area. Damage assessment appeared to be limited to the landing gear, right engine, right propeller, right wing and right horizontal stabilizer. Prior to moving the aircraft the FAA inspector visually inspected the main and auxiliary fuel tanks noting they were toppedoff and the fuel selector valves were in the closed position. The maintenance technician, one of the first responders, said he closed (secured) the fuel valves after the incident. He continued to say the fuel valves were selected to main tanks prior to him closing the valves. The aircraft was moved to a hangar for further investigation. On March 2, 2006, the FAA inspector observed the FBO maintenance inspector sump the aircraft fuel tanks noting no indication of water. The aircraft was pulled out of the hangar to attempt an engine run after the incident. The maintenance inspector initiated a normal start of the suspect engine. Once started, the engine was accelerated to 75% power. Higher power settings were not initiated due to the bent propeller blades. Magneto drops were normal. The engine was operated for 15 minutes at different power settings with no noted anomalies of the engine indicating systems.
As the FAA filed it
(-23) ON FEBRUARY 27, 2006, CESSNA AIRCRAFT N5798M, WAS ATTEMPTING A TAKE-OFF ON RUNWAY 22 AT THE ZANESVILLE MUNICIPAL AIRPORT (ZZV). A BRIEF HISTORY SHOWED THE PILOT HAD JUST PURCHASED THE AIRCRAFT AND PLANNED ON RETURNING TO WICHITA FALLS, TX. THE DAY OF THE INCIDENT THE PILOT ARRIVED AT THE AIRPORT AT 1030 HRS. THE WEATHER PREVENTED HIM FROM DEPARTING UNTIL 1545 HRS. AFTER THE INCIDENT THE PILOT MADE THE FOLLOWING STATEMENT: THE AIRCRAFT HAD BEEN TOPPED OFF WITH FUEL, PRIOR TO DEPARTURE A PREFLIGHT INSPECTION AND RUN-UP OF THE AIRCRAFT WERE COMPLETED WITH NO NOTED DISCREPANCIES. THE AIRPLANE STARTED TO CLIMB FROM TAKE-OFF WHEN THE RIGHT ENGINE FAILED. DURING THE INTERVIEW WITH THE FAA INSPECTOR, THE PILOT SAID HE CHOSE TO LAND AFTER THE RIGHT ENGINE FAILED. HE CONTINUED TO SAY HE TRIED TO GET THE GEAR DOWN BEFORE CONTACTING THE RUNWAY. THE AIRCRAFT CONTACTED THE END OF THE RUNWAY AND SKIDDED OFF ONTO A GRASSY OVERRUN AREA. DAMAGE ASSESSMENT APPEARED TO BE LIMITED TO THE LANDING GEAR, RIGHT ENGINE, RIGHT PROPELLER, RIGHT WING AND RIGHT HORIZONTAL STABILIZER. PRIOR TO MOVING THE AIRCRAFT THE FAA INSPECTOR VISUALLY INSPECTED THE MAIN AND AUXILIARY FUEL TANKS NOTING THEY WERE TOPPEDOFF AND THE FUEL SELECTOR VALVES WERE IN THE CLOSED POSITION. THE MAINTENANCE TECHNICIAN, ONE OF THE FIRST RESPONDERS, SAID HE CLOSED (SECURED) THE FUEL VALVES AFTER THE INCIDENT. HE CONTINUED TO SAY THE FUEL VALVES WERE SELECTED TO MAIN TANKS PRIOR TO HIM CLOSING THE VALVES. THE AIRCRAFT WAS MOVED TO A HANGAR FOR FURTHER INVESTIGATION. ON MARCH 2, 2006, THE FAA INSPECTOR OBSERVED THE FBO MAINTENANCE INSPECTOR SUMP THE AIRCRAFT FUEL TANKS NOTING NO INDICATION OF WATER. THE AIRCRAFT WAS PULLED OUT OF THE HANGAR TO ATTEMPT AN ENGINE RUN AFTER THE INCIDENT. THE MAINTENANCE INSPECTOR INITIATED A NORMAL START OF THE SUSPECT ENGINE. ONCE STARTED, THE ENGINE WAS ACCELERATED TO 75% POWER. HIGHER POWER SETTINGS WERE NOT INITIATED DUE TO THE BENT PROPELLER BLADES. MAGNETO DROPS WERE NORMAL. THE ENGINE WAS OPERATED FOR 15 MINUTES AT DIFFERENT POWER SETTINGS WITH NO NOTED ANOMALIES OF THE ENGINE INDICATING SYSTEMS.
Other reports on N5897M · 1
Matched to the same aircraft by N-number and date.