CEN22LA115

The pilot landed at the airport and added fuel to the airplane. On departure, when the airplane was about 700 ft above ground level, the engine stopped producing power. Recorded engine data showed a decrease in engine rpm, cylinder head temperature, and exhaust gas temperature about 2 minutes after takeoff. The pilot performed a forced landing to a field, which resulted in substantial damage to the airplane’s fuselage and wings. An examination of the engine and fuel system did not reveal any preimpact mechanical anomalies that would have precluded normal operations. The engine’s throttle body and fuel flow divider were sent for further examination. The bench test of the fuel servo indicated that the fuel flow was within tolerances; however, the idle fuel flow was lean with the metering head increased to the maximum limit. The examination of fuel servo and fuel flow divider found contamination with a substance consistent with a lubricant normally used during the assembly of the fuel servo. The fuel flow was within tolerances, and it is unlikely that the contamination would have resulted in the loss of engine power. Investigators were unable to determine the reason for the loss of engine power.

On February 4, 2022, about 1212 central standard time, a Piper PA-28R-201 airplane, N5145W, was substantially damaged when it was involved in an accident near Olathe, Kansas. The pilot and passenger were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot had landed at the Olathe-Johnson County Executive Airport (OJC), Olathe, Kansas, and added fuel to the airplane. On departure, when the airplane was about 700 ft above ground level, the engine sustained a total loss of power. The pilot performed a forced landing to a field, which resulted in substantial damage to the airplane’s fuselage and wings. The airplane was equipped with a JP Instrument Engine Data Monitor 730 which recorded several parameters during the accident flight. The recording started about 1200 and about 1209 the parameters recorded were consistent with a takeoff. About 1210:50, the engine rpm decreased to about 1,500 rpm and the exhaust gas temperature and cylinder head temperature decreased. The recording ended about 1212:50. An examination of the engine and fuel system conducted by the Federal Aviation Administration did not reveal preimpact anomalies or malfunctions that would have precluded normal operations. The engine’s fuel servo and fuel flow divider were sent for further examination and a bench test. The bench test of the fuel servo indicated that the fuel flow was within tolerances; however, the idle fuel flow was lean with the metering head increased to the maximum limit. An examination of fuel servo and fuel flow divider found contamination with a substance consistent with Krytox, a lubricant normally used during the assembly of the fuel servo. A fuel sample taken from the truck that fueled the airplane was free of contamination.