CHI01LA150

The pilot reported "Engine stopped on takeoff at approx 150 feet, restarted with partial power, stopped again, than very low power." The aircraft owner reported the pilot performed taxi and run-up tests which took about 15 minutes. He reported he watched the takeoff and the airplane lifted off about 300-400 feet down the runway. The owner reported the pilot initiated a "easy" left turn at an altitude of 250 to 300 feet agl and about midway through the turn the engine quit. He then heard the engine restart and quit again. He reported the pilot made it back to the airport, but the airplane contacted a tree and impacted on the runway. Inspection of the engine and fuel system failed to reveal any anomalies which would have resulted in the loss of engine power as described. The weather observation recorded at Port Huron, Michigan, at 1640 reported a temperature of 21 degrees Celsius and a dew point of 14 degrees Celsius. According to the Transport Canada Carburetor Icing chart, these conditions could produce moderate carburetor icing at cruise power and serious carburetor icing at decent power.

On May 28, 2001, at 1600 eastern daylight time, a Perth Amboy, Bird CK, N726N, piloted by an airline transport pilot, was substantially damaged following a loss of engine power during a takeoff from Casco Twp. Michigan Robertson Field. The takeoff was being performed on runway 27 (2,600 feet by 120 feet, grass). Visual meteorological conditions prevailed at the time of the accident. The 14 CFR Part 91 personal flight was not operating on a flight plan. The pilot received minor injuries. The pilot reported that after takeoff the engine quit at 200 feet above ground level and the airplane struck a tree during the forced landing. The flight was departing at the time of the accident and was en route to Pontiac, Michigan.

The pilot reported "Engine stopped on takeoff at approx 150 feet, restarted with partial power, stopped again, than very low power."

The owner of the airplane was also a witness to the accident. He reported that he had purchased the airplane just prior to the accident. He stated that the airplane had not been flown during the winter and he just had an annual inspection completed on it the Saturday prior to the accident. He reported that the seller of the airplane had performed a preflight and then both he and the seller performed another preflight. The owner reported that when the pilot arrived, the three of them performed yet another preflight of the airplane. He reported that the pilot then started the airplane and performed taxi tests and an engine run-up which took about 15 minutes.

The owner stated that the pilot then advanced the throttles for takeoff and the airplane lifted off approximately 300-400 feet down the runway. The owner continued to report, "Once near or clear the end of the runway the pilot initiated an easy left turn at about 250'-300' AGL and at about midway through the turn the engine quit. The aircraft passed behind the trees and I lost sight of it. I heard the engine restart just after I ran through the hedge to look in the farm field next door. The engine quit again just before the southern edge of the runway. The pilot made it to the airport clipped a tree and wrecked on the runway."

The owner of the airplane stated that he and the previous owner drained the fuel from the airplane after the accident because they were afraid that it would leak out due to impact damage on the fuel lines. The owner was instructed to keep the fuel which they drained for further inspection.

The airplane was examined by an inspector from the Detroit, Michigan, Federal Aviation Administration Flight Standards District Office. The inspector examined the engine and fuel system, and was unable to identify any anomalies which would have resulted in the loss of engine power as described. The inspector also examined the fuel which was removed from the airplane and reported that the fuel did not contain any water.

The weather observation recorded at Port Huron, Michigan, at 1640 reported a temperature of 21 degrees Celsius and a dew point of 14 degrees Celsius. According to the Transport Canada Carburetor Icing chart, these conditions could produce moderate carburetor icing at cruise power and serious carburetor icing at decent power. The FAA inspector reported that it had rained the day prior to the accident and that there was standing water on the grass.