CHI02LA186

During a forced landing into a hayfield, the aircraft was substantially damaged when it impacted a perimeter tree line. Shortly after takeoff, the airplane's performance was "somewhat sluggish and was slow to accelerate up to 100 mph", according to the pilot. He reported that approximately five miles from the airport at 400 ft agl, the engine suffered a "catastrophic loss of power." He noted that returning to the airport was not possible due to the developing descent rate and that options for a forced landing site were limited due to the terrain. A small hay field was selected, however, he was unable to stop prior to the tree line at the edge of the field. A post-accident engine examination by the FAA inspector on-scene noted that the left magneto drive gear had malfuntioned, producing an erratic spark distribution and resulting in a significant loss of engine performance. The pilot reported having engine problems the day before the accident flight. He returned to the departure airport and consulted a mechanic. A loose spark plug lead was secured and a non-firing spark plug was replaced. The mechanic's statement noted that the airplane still was not developing rated static RPM's and was not within tolerances on the magneto checks. He determined that the left magneto needed to be replaced or repaired. The pilot's statement reported that the engine performance was within specifications, and that the mechanic indicated replacement of the left magneto was optional. No logbook entry was made for the work done. In addition, the accident flight was conducted with a total of five occupants on-board: two adults and three children. This exceeded the number of approved seats/seat belts installed.

On July 8, 2002, approximately 2130 central daylight time, a Cessna 175, N175HL, piloted by a private pilot, was substantially damaged during a forced landing following a loss of engine power. The airplane was on climbout, approximately five miles from the airport at 400 feet agl, when the loss of engine power occurred. The flight departed runway 3 (6,497 feet x 100 feet, asphalt) at the Lee C. Fine Memorial Airport (AIZ), Osage Beach, Missouri. Visual meteorological conditions prevailed. The flight was being conducted under the provisions of 14 CFR Part 91 and was originating at the time of the accident. The intended destination was the Greater Peoria Regional Airport (PIA), Peoria, Illinois. The pilot and passengers did not report any injuries.

In his written statement, the pilot noted that the airplane's performance shortly after takeoff was "somewhat sluggish and was slow to accelerate up to 100 mph." During the climb, "the plane suffered a catastrophic loss of power." The pilot stated that sufficient power to maintain level flight was not available and that returning to the airport was not possible due to the developing descent rate. The pilot reported that few options existed as forced landing sites. He selected a small hayfield, but was unable to stop prior to the tree line at the edge of the field.

The pilot reported that the run-up prior to the accident flight was completed with no indication of a problem. However, he stated that the evening before he experienced problems shortly after takeoff and returned to the airport where he landed without incident. He contacted a mechanic to look at the airplane. The pilot stated that the mechanic found a "bad spark plug" and an unattached spark plug wire. These items were corrected and the engine was run. The pilot's report stated that we "checked the mag[neto]s and everything appeared to be in good working order and within tolerances." He also noted that a subsequent review of the engine logbooks revealed no entry to indicate that the left magneto had been replaced or overhauled. The pilot reported an entry which indicated the right magneto was overhauled in September 1989. He went on to note that "[the mechanic] stated that replacing the left magneto was strictly 'optional' as it appeared to be operating within tolerances at this time."

In a written statement submitted after the accident, the mechanic noted that the initial examination revealed a non-firing spark plug and an unattached spark plug lead. He reported that these items were corrected and the engine was run. During the engine run, the mechanic noted that the indicated static RPM readings were 200~400 below that specified in the POH, and that RPM readings during several magneto checks were 175~300 below the allowable of 125 rpm's maximum specified in the POH. He went on to state that "I told [the pilot] that the [left] mag[neto] should be replaced or at least repaired."

A post-accident engine examination by the FAA revealed that the left magneto distributor drive gear had malfunctioned and the magneto exhibited an erratic spark distribution.

The Cessna 175 airplane involved in the accident had accumulated 1,665 hours total time. An annual inspection was completed on June 25, 2002, and 5 hours had been flown since then. The Continental GO-300 series engine installed, likewise, had accumulated 1,665 hours total time. The time since overhaul was reported as 340 hours.

On the evening of the accident, sunset was at 2036 cdt, with civil twilight ending at 2107 cdt. The moon set at 1921 cdt. The pilot reported conditions at the scene as clear skies and light, north winds at 5 knots.

At the time of the accident there were five occupants on-board the aircraft. A review of the FAA Type Certificate Data Sheet (No.: 3A17) for the Cessna 175 indicates an approved seating capacity of four persons. 14 CFR 91.107(a)(3) states that "each person on board a U.S.-registered civil aircraft ... must occupy an approved seat or berth with a safety belt and, if installed, shoulder harness, properly secured about him or her during movement on the surface, takeoff and landing.