On February 6, 1994, at 1600 central standard time (CST), a Roberts RV-6A, N63JR, registered to James E. Roberts of Richland, Missouri, and piloted by a private pilot, was substantially damaged during a collision with trees and terrain while on final approach for landing on Runway 32 at the Richland Municipal Airport, Richland, Missouri. Visual meteorological conditions prevailed at the time of the accident. The 14 CFR Part 91 flight was not operating under a flight plan. The pilot reported no injuries, the passenger sustained serious injuries according to the pilot. The flight departed Camdenton, Missouri, at 1545 CST. According to the pilot's statement on NTSB Form 6120.1/2, the pilot reported that "...the engine completely quit..." when he applied full throttle during takeoff. He stated he restarted the engine, "...did a normal mag and carb heat run-up... ." He said he did a "...full throttle static run-up..." to ensure proper engine operation. The pilot said he did not observe any problems with the engine and decided to takeoff and return to his home airport. As the airplane turned onto final approach the pilot said he applied a small amount of power. The engine did not respond, the pilot said he applied full throttle and obtained 800 RPM. The on-scene investigation revealed the airplane collided with trees approximately 200 yards away from the runway threshold. N63JR's wreckage was located 150 feet short of Runway 32. A Federal Aviation Administration (FAA) Principal Operations Inspector (POI) representing the NTSB interviewed the pilot. According to the POI's record of interview N63JR's pilot stated he had fueled the airplane with automotive fuel one day before the accident flight. He stated he refueled early so any impurities missed by the cloth filter could settle. On the day of the flight the pilot stated he drained the fuel sumps and observed no impurities. During takeoff, the pilot stated the engine abruptly stopped running when he added takeoff power. He stated he started the engine using the fuel primer and, shortly after starting, it stopped running. After the second restart the pilot reported a slight roughness. The pilot told the POI he did a static run-up to 2350 RPM and noticed no further problems. Statements made by the pilot regarding the events associated with the accident match those on his NTSB Form 6120.1/2. The FAA's Principal maintenance Inspector (PMI) stated the engine had been on another homebuilt airplane. He said it was installed on N63JR's airframe as received from the previous owner. His examination of the fuel system revealed a clean carburetor interior. Its linkage was secure and operating correctly. No foreign matter or water was found in the carburetor float bowl. The engine driven fuel pump was tested and functioned within manufacturer's specifications. The fuel lines were examined and were found clean and unobstructed. The PMI stated a fuel analysis could not be made due to the lack of any fuel samples.