On August 31, 2005, at 1815 eastern daylight time, a Cessna 172S, N5213M, registered to RAMZ Enterprises Inc., operated by Airborne Systems as a 14 CFR Part 91 instructional flight, made a forced landing on initial takeoff climb in the vicinity of Opa Locka West Airport, Opa Locka, Florida. Visual meteorological conditions prevailed and no flight plan was filed. The airplane received substantial damage. The student pilot reported no injuries. The flight originated from Opa Locka West Airport at 1815 on August 31, 2005.

The student pilot stated he departed Fort Lauderdale Executive Airport at 1715 with a full load of fuel and flew to Opa Locka West Airport. He entered closed traffic, and completed about 6 touch and go landings to runway 09 before the accident. He had just made a touch and go landing and was between 50 to 100 feet AGL on initial climb out when the engine sputtered and lost power. The pilot lowered the nose and made a forced landing on the runway. There was insufficient runway remaining to stop the airplane. The airplane went off the end of the runway about 150 feet, encountered a 3 foot drop off, collapsed the nose wheel, and came to a complete stop. The student pilot exited the airplane unassisted and with out injury. Further examination of the airplane revealed the firewall was buckled.

The left and right wings were removed and 40 gallons of 100-low lead fuel was drained from the fuel tanks. The fuel strainer was drained and there was no evidence of fuel contamination. The fuel lines from the wing fuselage juncture to the fuel strainer revealed no evidence of blockage, and the fuel screens were free of contamination.

Damage to the engine was confined to crushing of the air induction box and paper filter. The engine assembly was removed and transported to an authorized repair facility for an examination. The engine was mounted in a test stand and an alternate fuel, battery source, and electric fuel pump was attached. A test club propeller, engine controls, and a magneto grounding wires were installed. The engine was started and ran through multiple cycles from idle power to full power. The engine idled smoothly between 550 to 650 rpm and exhibited 25 rpm rise when the mixture was cut off. After the engine warmed up, the throttle was advanced to 2,000 rpm and a magneto check was completed. The throttle was advanced to full power and back to the idle position. The engine was shut down with the mixture control.

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