On October 30, 2010, approximately 1300 daylight time, a Globe GC-1B, N3249K, registered to and operated by the pilot, was substantially damaged when it impacted terrain following a loss of engine power during takeoff from Grants-Milan Municipal Airport (GNT), Grants, New Mexico. Visual meteorological conditions (VMC) prevailed at the time of the accident. The personal flight was being conducted under the provisions of 14 Code of Federal Regulations (CFR) Part 91 without a flight plan. The pilot, the sole occupant on board, sustained minor injuries. The cross-country flight was originating at the time of the accident and was en route to Ozark (OZA), Arkansas. Use your browsers 'back' function to return to synopsisReturn to Query Page
The pilot said that there was a strong headwind component and shortly after taking off, the engine sputtered and "coughed." He enriched the mixture and was able to regain some power. He described the climb rate as "lethargic," so he pulled the throttle back prior to impact. The airplane crashed about 1/2 mile from runway.
The 200-pound pilot said he had just refueled (26 gallons), and was carrying a small bag and 10 pounds of logbooks and miscellaneous items.
He told FAA inspectors that he had purchased the airplane two days before in Flagstaff, Arizona, and was disappointed in its performance departing Flagstaff, which he described as a "long takeoff." He had owned a similar airplane before for 10 years.
On December 16, 2011, the airplane and engine were examined at Air Transport in Phoenix, Arizona. Due to impact damage to the engine mounts, propeller, and carburetor, the decision was made not to attempt to run the engine (Continental O-300-A, s.n. 15004-D-6-A-R). A compression check was performed with the following results:
Cylinder #1: 79/80
Cylinder #2: 73/80
Cylinder #3: 68/80
Cylinder #4: 77/80
Cylinder #5: 80/80
Cylinder #6: 78/80
The carburetor bowl was clean with no visible contaminants. The fuel screen in the engine-driven fuel pump was clean with no visible contaminants. Hand-turning of the crankshaft revealed power and valve train continuity.