What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
On October 26, 2010, a severe wind storm caused N71823 to break loose from its tie downs and damage another aircraft. The damage to N71823 from the wind storm is unknown. On November 1, 2010, witnesses observed privacy data omitted putting fuel into N71823 using a red fuel can, and that he had a difficult time starting the engine. Also, that he did not complete a run up check before takeoff. N71823 piloted by privacy data omitted departed runway 11 (total length 3800 ft) at Schaumburg Regional Airport (06C), Schaumburg, Illinois. The takeoff roll was reported by a witness to be approximately 1000 feet. At approximately 2500 feet of runway length and an altitude of 150 feet, the aircraft was seen struggling to climb and the propeller was wind milling. The aircraft shuddered, the left wing dropped, and the aircraft spun into the ground in a nearly vertical attitude slightly right of the runway. On November 3, 2010, a post-accident inspection was performed by the FAA at 06C. The last annual inspection was performed on September 16, 2010. Auto gas was being used per STC SA730GL, but the exact fuel quantity could not be verified. Inspection of the cockpit controls indicated the magneto switch selected to the "r" position, fuel selector in the "on" position, primer out, and carburetor heat off. The propeller face was minimally damaged. Flight control continuity was verified except for rudder control (due to damage).inspection of the Lycoming A-65-8 engine revealed the #4 cylinder had no compression (the valves were operable), the #4 cylinder held compression after staking both valves, all ignition plugs were heavily sooted (indicating a rich mixture), fuel was present in the carburetor, the carburetor fuel strainer was clean, the ignition switch operationally checked good, and both impulse-coupled magnetos provided sparks when tested. The autopsy report has not been received from cami.
As the FAA filed it
ON OCTOBER 26, 2010, A SEVERE WIND STORM CAUSED N71823 TO BREAK LOOSE FROM ITS TIE DOWNS AND DAMAGE ANOTHER AIRCRAFT. THE DAMAGE TO N71823 FROM THE WIND STORM IS UNKNOWN. ON NOVEMBER 1, 2010, WITNESSES OBSERVED ^PRIVACY DATA OMITTED^ PUTTING FUEL INTO N71823 USING A RED FUEL CAN, AND THAT HE HAD A DIFFICULT TIME STARTING THE ENGINE. ALSO, THAT HE DID NOT COMPLETE A RUN UP CHECK BEFORE TAKEOFF. N71823 PILOTED BY ^PRIVACY DATA OMITTED^ DEPARTED RUNWAY 11 (TOTAL LENGTH 3800 FT) AT SCHAUMBURG REGIONAL AIRPORT (06C), SCHAUMBURG, ILLINOIS. THE TAKEOFF ROLL WAS REPORTED BY A WITNESS TO BE APPROXIMATELY 1000 FEET. AT APPROXIMATELY 2500 FEET OF RUNWAY LENGTH AND AN ALTITUDE OF 150 FEET, THE AIRCRAFT WAS SEEN STRUGGLING TO CLIMB AND THE PROPELLER WAS WIND MILLING. THE AIRCRAFT SHUDDERED, THE LEFT WING DROPPED, AND THE AIRCRAFT SPUN INTO THE GROUND IN A NEARLY VERTICAL ATTITUDE SLIGHTLY RIGHT OF THE RUNWAY. ON NOVEMBER 3, 2010, A POST-ACCIDENT INSPECTION WAS PERFORMED BY THE FAA AT 06C. THE LAST ANNUAL INSPECTION WAS PERFORMED ON SEPTEMBER 16, 2010. AUTO GAS WAS BEING USED PER STC SA730GL, BUT THE EXACT FUEL QUANTITY COULD NOT BE VERIFIED. INSPECTION OF THE COCKPIT CONTROLS INDICATED THE MAGNETO SWITCH SELECTED TO THE "R" POSITION, FUEL SELECTOR IN THE "ON" POSITION, PRIMER OUT, AND CARBURETOR HEAT OFF. THE PROPELLER FACE WAS MINIMALLY DAMAGED. FLIGHT CONTROL CONTINUITY WAS VERIFIED EXCEPT FOR RUDDER CONTROL (DUE TO DAMAGE).INSPECTION OF THE LYCOMING A-65-8 ENGINE REVEALED THE #4 CYLINDER HAD NO COMPRESSION (THE VALVES WERE OPERABLE), THE #4 CYLINDER HELD COMPRESSION AFTER STAKING BOTH VALVES, ALL IGNITION PLUGS WERE HEAVILY SOOTED (INDICATING A RICH MIXTURE), FUEL WAS PRESENT IN THE CARBURETOR, THE CARBURETOR FUEL STRAINER WAS CLEAN, THE IGNITION SWITCH OPERATIONALLY CHECKED GOOD, AND BOTH IMPULSE-COUPLED MAGNETOS PROVIDED SPARKS WHEN TESTED. THE AUTOPSY REPORT HAS NOT BEEN RECEIVED FROM CAMI.
NTSB investigation
The NTSB’s investigation of this event, with its probable cause and findings. Matched to this report by N-number and date.