CHI97LA157

During the initial climbout the pilot noticed a developing power loss and was unable to maintain both airspeed and altitude. The pilot performed a forced landing in a cornfield. The airplane then nose over, coming to rest inverted. The owner of the spraying company, said 'I think he [the pilot] was operating behind the power curve, that's what it looks like to me.' The pilot did not jettison the load during the accident sequence. Examination of the aircraft's engine showed there was evidence of a leak in the engine driven fuel pump. Further bench testing showed the leak did not hinder positive fuel pressure to the cylinders. No other engine anomalies were found. The pilot was operating the airplane approximately 30 pounds over the specified max gross weight as determined in the Pilot's Operating Handbook.

On June 4, 1997, at 1940 central daylight time (cdt), a Cessna A188B, N8293G, sustained substantial damage resulting from an inflight collision with the terrain, after takeoff from La Moure Rott Airport, La Moure, North Dakota. The pilot reported no injures. The 14 Part 137 agricultural flight was operating in visual meteorological conditions. No flight plan was on file. The flight departed La Moure, North Dakota at 1935 cdt, for a local aerial application flight.

In a written statement, the pilot stated that during the initial climb out, he noticed a developing power loss and was unable to maintain both airspeed and altitude. The pilot said he, "...lowered the nose of the airplane to regain airspeed, but keep losing airspeed so took a turn to the right to perform a forced landing into a corn field." During the landing roll the right main gear fractured, and the right wing tip made contact with the terrain. The airplane then nose over, coming to rest inverted.

Subsequently, after the accident, the pilot contacted the owner of the spraying company to retrieve him from the accident site. In a telephone conversation with the owner of the spraying company, he said "I think he [pilot] was operating behind the power curve, that's what it looks like to me." The owner also mentioned that the pilot didn't give him a clear statement on why he didn't jettison the load, but he confirmed that the release button and hopper seal were installed, calibrated, and fully operational before the accident.

An Airframe & Powerplant Mechanic (A&P) did an examination of the aircraft's engine, which showed that there was engine continuity, compression in all cylinders, positive fuel flow, and that all leads showed spark. There was evidence of a leak in the engine driven fuel pump. Further bench testing showed the leak did not hinder positive fuel pressure to the cylinders.

A Federal Aviation Administration (FAA) Inspector stated that the pilot was operating the airplane approximately 30 pounds over the specified max gross weight as determined in the Pilot's Operating Handbook.