DEN07LA114

Shortly after takeoff, approximately 150 feet above ground level (agl), the engine lost power. The airplane impacted vegetation and came to rest in a field. The right wing was bent and the engine mount structure was partially separated from the firewall. Examination of the fuel system revealed no fuel in the fuel line from the engine driven fuel pump to the fuel metering valve, and from the metering valve to the fuel injection manifold. No anomalies were noted with the fuel pump. The reason for the loss of engine power could not be determined.

On July 9, 2007, approximately 1000 central daylight time, a Cessna A188B single-engine agricultural airplane, N9076R, sustained substantial damage when it impacted terrain following a loss of engine power during initial takeoff climb near Ulysses, Kansas. The commercial pilot, who was the sole occupant, was not injured. The airplane was registered to and operated by Tri Rotor Spray and Chemical, Ulysses, Kansas. Visual meteorological conditions prevailed, and a flight plan was not filed for the Title 14 Code of Federal Regulations Part 137 aerial application flight. The local flight was originating at the time of the accident.

According to the pilot, prior to departure, the airplane was refueled with 18 gallons of fuel and 150 gallons of chemical. Shortly after takeoff, approximately 150 feet above ground level (agl), the engine lost power. The pilot did not hear a bang or pop prior the loss of engine power. The airplane began a descent toward terrain and the pilot dumped the load of chemical. The pilot "rode the buffet and flared above the corn." Subsequently, the airplane impacted the vegetation and came to rest in the field. Examination of the airplane by the operator revealed the right wing was bent and the engine mount structure was partially separated from the firewall.

An examination of the airplane by a Federal Aviation Administration airworthiness inspector revealed no fuel was observed in the fuel line from the engine driven fuel pump to the fuel metering valve, and from the metering valve to the fuel injection manifold. The fuel metering valve appeared to operate normally, and no restrictions were noted in the fuel lines or the fuel metering valve. Further inspection of the fuel pump revealed the un-metered fuel adjustment bolt was separated from the diaphragm cover, and a portion of the cover was fractured. The inspector disassembled the pump and no other anomalies were noted. The fuel pump was retained for further examination by the NTSB's Materials Laboratory.

According to the NTSB, examination of the fracture surfaces at the diaphragm cover displayed a clean, rough, grainy surface, consistent with an overload event. One corner of the adjusting screw's locking nut had left an impression in the cap material that was consistent with the adjusting screw being impacted.

Examination of the airplane's maintenance records showed the engine driven fuel pump had been removed and repaired on May 24, 2007. The reason for the fuel pump repairs was not noted. The aircraft accumulated 32.4 hours of operation after the fuel pump was repaired.

The reason for the loss of engine power could not be determined.