On October 6, 2002, approximately 1615 central daylight time, a SIAI-Marchetti, single-engine airplane, N2069W, struck power lines during a forced landing following a loss of engine power during takeoff at the Midland International Airport, near Midland, Texas. The airplane was owned by a private individual and flown by the pilot under Code of Federal Regulations Part 91. The airline transport rated pilot received serious injuries, the passenger received minor injuries, and the airplane sustained substantial damage. Visual meteorological conditions prevailed for the local air show flight, and a flight plan was not filed. The flight departed Midland approximately 5 minutes prior to the accident. Use your browsers 'back' function to return to synopsisReturn to Query Page
Local authorities reported that the airplane struck the power lines, hit the westbound lane of Business Highway 80, skidded across both westbound lanes, and came to rest in an eastbound lane with the turbine operating. The pilot reported that during the takeoff/initial climb, the engine "spooled down" to flight idle then regained power momentarily; however, the engine would not gain enough torque to sustain flight. During the emergency landing, the airplane came in contact with power lines and impacted the ground in a level attitude.
The FAA inspector, who responded to the accident site, found the airplane resting in the eastbound lane of the highway short of runway 34R. The main landing gear were collapsed and pushed upward through the bottom of the aircraft. The engine gearbox and the propeller assembly were found sheared from the engine. The Allison engine, model 250-B15G, serial number CAE-850098, and accessories were examined by the FAA inspector. According to the FAA inspector, on the front of the high pressure compressor at the bleed air filter (Pruroflow part/number 211-3993) the "B" nut was found "finger" loose on the line going from the bleed air filter to the fuel control unit. According to the manufacturer's representative, the recommended torque specification was 80 inch-pounds for the "B" nut, and the engine "condition described [by the pilot] could be caused by a leak in the bleed air system."
The maintenance records were reviewed by the FAA inspector. On July 19, 2003, during the last conditional inspection, the fuel control unit was removed, reinstalled and the fuel control unit and all filters were checked. The mechanic, who performed the conditional inspection, stated that during his removal and reinstallation of the fuel control unit, he removed the fuel and bleed air lines at the fuel control unit. According to the FAA inspector, the airplane had flown approximately 5 hours since the last conditional inspection.
Numerous attempts to obtain the completed Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1/2) were unsuccessful.