# Accident 20190526017189A: Jones Mark S RAND ROBINSON KR-2S, Poplar Grove, IL, May 26, 2019 - Type: FAA accident report (Accident/Incident Data System), as reported - Date: May 26, 2019, 17:05 local time - Place: Poplar Grove, IL - Airport: Poplar Grove - Damage: Substantial damage - Phase of flight: Takeoff: Climb Out - Operating rules: General operating rules (Part 91) - Location: 42.3428° N, 88.8967° W: From the FAA - Nearby events: https://openairdocs.org/map.md?lat=42.3428&lon=-88.8967&mi=10 - Aircraft: N886MJ, registered now (https://openairdocs.org/aircraft/N886MJ) (OpenAirDocs) - Registry model: Jones Mark S RAND ROBINSON KR-2S (registry code 05606SN, https://openairdocs.org/model/jones-mark-s-rand-robinson-kr-2s) (OpenAirDocs) - Registry engine: Amateur-built UNKNOWN ENG (registry code 99999, https://openairdocs.org/engine/amateur-built-unknown-eng) (OpenAirDocs) - Reported make and model: JONES MARK S RAND ROBINSON KR-2S - Reported engine: GENERAL MOTORS CORP 100HP CORVAIR 164CI - People aboard: 1 - Fatal injuries: 0 - Other injuries: 1 - Pilot certificates: Private pilot - Pilot flight hours: 623 total, 29 in this make and model, 23 in the last 90 days - NTSB investigation: [NTSB CEN19LA152](https://openairdocs.org/ntsb/CEN19LA152) (OpenAirDocs) - FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/) - Page: https://openairdocs.org/incident/20190526017189A ## Narrative As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^. ALL TIMES ARE APPROXIMATE. ALT AND TIME DATA DERIVED FROM APRS SYSTEM TRACKING FOR KC9DAH TRANSMITTER OPERATING IN THE AIRCRAFT AT THE TIME. 1550: AIRCRAFT DEPARTED KFEP RWY 6 AFTER NORMAL PREFLIGHT AND RUNUP AS PER AIRCRAFT CHECKLIST. 1551: CLIMBOUT WAS NORMAL TO 2200 FT MSL. FLIGHT PROCEEDED DIRECT TO C77 (POPLAR GROVE) 1558: DECENDED TO 1900MSL TO AVOID KRFD TRSA OUTER RING. 1605: ENTERED 45 ANGLE FOR LEFT DOWNWIND FOR RWY 30 AT C77 1609: LANDED C77. TAXI TO PARKING AND SHUTDOWN ENGINE 1649: ENGINE START FOR DEPARTURE BACK TO KFEP VIA RWY 30 1651: END OF RUNWAY CHECK COMPLETED. RUNUP NORMAL NO PROBLEMS NOTED. 1653: CLIMBOUT FROM RWY 30 NORMAL FOR FIRST 60 SEC 1654: I NOTED THE AIRCRAFT NOT ACCELERATING WHEN NOSE LOWERED AT FULL POWER. FIRST HINT OF OIL SMOKE IN COCKPIT. 1654.15 SCAN REVEALED A LOWER THAN NORMAL OIL PRESSURE OF 35 PSI. (THIS ENGINE HAS ALWAYS HAD 40-45 PSI OIL PRESSURE) OIL SMOKE STARTED TO THICKEN. SCAN ALSO REVEALED THAT THE OIL TEMP WAS CLIMBING. 220F MAX HAS BEEN NOTED DURING PREVIOUS CLIMBOUTS. OIL TEMP WAS ~230F 1655 I LOWERED THE NOSE TO GET MORE RAM AIR COOLING. THIS HAD NO EFFECT AND SMOKE SEEMED TO BE GETTING WORSE 1656: MADE RADIO CALL DECLARING I HAD OIL PRESSURE PROBLEMS AND WAS RETURNING TO THE AIRPORT. STARTED LEFT 180 TURN AT 658FT AGL. 1656.30 COMPLETED TURN @ 563 FT AGL AND COULD HEAR ENGINE LOOSING POWER. SCANNING FOR C77 RUNWAY 12 REVEALED MOSTLY TREES BETWEEN MY POSITION AND THE RUNWAY. I DETERMINED THAT I WOULD NOT MAKE THE RUNWAY. I LOOKED TO MY LEFT AND PICKED OUT MY LANDING FIELD. 1656.45 I MADE ANOTHER RADIO CALL ANNOUNCING MY INTENSION TO LAND IN A CORN FIELD 2 MILES WEST OF C77. WITH THE ENGINE STILL RUNNING I SETUP FOR AN E TO W LANDING INTO THE PREVAILING WIND. 1657. I MADE MY FINAL TURN FOR LANDING AT 327FT AGL. I DEPLOYED MY SPEED BRAKE ~ 50% AND LANDED HARD WITH (~1000FT) 50% OF THE FIELD REMAINING. I BOUNCED BACK INTO THE AIR AND HELD AFT STICK WAITING FOR THE AIRCRAFT TO SETTLE. IT DID SETTLE AND ROLLED ABOUT 100FT BEFORE THE NOSEWHEEL DUG INTO THE SOFT GROUND AND THE AIRCRAFT FLIPPED FORWARD AND OVER ONTO ITS BACK. ## The NTSB's investigation of this event (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB CEN19LA152](https://openairdocs.org/ntsb/CEN19LA152), May 26, 2019: Rand Robinson KR2 (N886MJ), Poplar Grove, IL, substantial damage. Probable cause: The loss of engine power due to vapor lock of the throttle body injection system. From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. For accidents, the NTSB's own investigation is the fuller record. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.