SEA05FA004

The pilot rated passenger reported that the start, taxi, run-up, and initial take-off were normal. The aircraft departed on runway 16 and attained an altitude of 150 to 300 feet above ground level when the engine lost power. The PIC announced that he was landing straight ahead. The aircraft touched down left of the runway edge at the departure end and traveled over rough terrain before nosing over and coming to rest inverted. During post-accident airframe and engine inspections, no evidence of a mechanical failure or malfunction was found.

History of flight

On October 8, 2004, about 1400 Pacific daylight time, a Maule MT-7-420, N186SB, registered to Shotgun Ranch Aviation LLC, and flown by the owner of the company as a 14 CFR Part 91 personal flight, experienced a loss of engine power shortly after takeoff from Bend Municipal, Bend, Oregon. The pilot-in-command (PIC) aborted the takeoff and landed the aircraft near the departure end of the runway. During the landing roll over rough terrain off the end of the runway, the aircraft nosed over and came to rest inverted. Visual meteorological conditions prevailed at the time and no flight plan was filed. The aircraft was substantially damaged and the commercial pilot and pilot rated passenger were not injured. The flight was departing for Prineville, Oregon, at the time.

During a telephone interview and subsequent written statement, the pilot rated passenger reported that the start, taxi, run-up, and initial take-off were normal. The aircraft departed on runway 16 and attained an altitude of 150 to 300 feet above ground level when the engine lost power. The PIC announced that he was landing straight ahead. The aircraft touched down left of the runway edge at the departure end and traveled over rough terrain before nosing over and coming to rest inverted.

Personnel information

At the time of the accident, the pilot-in-command held a commercial certificate for single and multi-engine land aircraft with an instrument rating. The pilot reported a total flight time in all aircraft of 2,100 hours with 1,874 hours as pilot-in-command. A total of 9.4 hours had been accumulated in the Maule.

The pilot-rated passenger held commercial, airline transport and a flight instructor certificate in single-engine land and sea, and multi-engine land, with an instrument rating. The pilot reported a total flight time in all aircraft of 9,606 hours with 6,165 hours as pilot-in-command. A total of 1.9 hours had been accumulated in the Maule.

Aircraft information

The airframe a model MT-7-420, serial number 51001C, N186SB, was manufactured by Maule Air, Inc., in February 2004. A normal standard airworthiness certificate was issued on August 17, 2004, at an airframe total time of 35.6 hours. The airframe was designed to accommodate a Rolls Royce turbine engine model 250-B17C, serial number CAE-880102. Maintenance records indicated that the engine was overhauled and assembled from previously parted out turbine, utilizing customer supplied parts in new or overhauled condition by Metro Aviation, Shreveport, LA, at a total engine time of 3,883.9 hours in October 2003.

At the time of the accident, both the airframe and engine (since major overhaul) had accumulated a total time of 75.1 hours.

The operator reported that the company took possession of the aircraft at 49.5 hours and had flown it 25.6 hours since receiving the aircraft.

Maintenance personnel for the company reported two maintenance discrepancies since receipt of the aircraft. The first was a leak in the propeller which resulted in a logbook entry on 9/14/04, at 54.8 hours, which stated, "Resealed beta tube in prop piston."

The other discrepancy reported was a "chip light" which resulted in the detection of a particle of metal, which was removed. The mechanic made a call to a representative of Rolls Royce which indicated that that was normal right after an overhaul. No date was given as to when this occurred, and there is no logbook entry.

The second pilot reported that the aircraft had sat in the hangar for about two weeks prior to the accident flight. This was the first flight since the chip light detection.

Maintenance personal also reported that the aircraft uses Jet A with Prist pre-mixed additive.

Tests and research

On October 18, 2004, investigators from the National Transportation Safety Board, Federal Aviation Administration and Rolls-Royce inspected the engine at Specialty Aircraft, Redmond, Oregon.

During the engine inspection and teardown, no evidence of a failure was noted to any of the engine modules or accessories. Both the wet and dry sides of the fuel system displayed integrity. Dirt and debris was found in the compressor, discharge tubes and turbine section.

The propeller assembly was inspected and found that all three propeller blades remained attached to the hub. Propeller blade "A" displayed leading and trailing edge nicks from about mid span. Chordwise polishing was noted to the blade back. The blade was bent aft about 80 degrees. Propeller blade "B" displayed an approximate 20 degree aft bending. Chordwise polishing was noted to the blade back. Propeller blade "C" displayed and approximate 90 degree aft bending. Chordwise polishing was noted to the blade back.

The fuel control unit, overspeed governor and propeller governor were removed for further testing and sent to Woodward Aircraft Engine Systems, Rockford, Illinois. All three units tested within specification parameters.

Additional information

Components removed for testing were returned to Keystone Helicopter, Coatesville, PA, on April 26, 2005.