HISTORY OF FLIGHT On August 11, 1999, at 1439 hours local island time, a Cessna 152, N64813, was destroyed when it impacted terrain during an emergency landing following loss of engine power near Agana, Guam. The commercial pilot, the sole occupant, was fatally injured. The local area flight was operated by the pilot under the provisions of 14 CFR Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the personal flight, which departed from Guam International Airport at 1419. According to a witness, the aircraft performed a low pass from west to east over the closed Windward Hills Airport at 150 feet agl. After flying over the 2,000-foot-long grass runway, the aircraft performed a pull-up maneuver during which the engine lost power. The aircraft performed a steep turn maneuver to the right during which the engine recovered power, and then lost power a second time. The aircraft turned approximately 90 degrees to the right during the pull-up maneuver and engine power interruption. The aircraft was next observed to reverse the direction to the left and turned about 270 degrees to realign with the runway. While aligning with the runway, the left wing tip struck terrain, the aircraft cart wheeled, and there was an ensuing postcrash fire, which consumed the majority of the wreckage. PERSONNEL INFORMATION The pilot's logbook was not located after the accident. On the pilot's application for his airman's medical certificate, dated January 26, 1999, the pilot reported having 4,000 hours total time with 150 hours in the previous 6 months. AIRCRAFT INFORMATION The aircraft was modified in accordance with Supplemental Type Certificate (STC) SA2613CE (ROC Aviation, Taipei, Taiwan, ROC) on June 26, 1997. The STC authorizes operation of the aircraft using automotive gasoline. According to the pilot's partner in ownership of the aircraft, the aircraft was fueled with aviation fuel (avgas) at the time of the accident. An annual inspection was performed on July 16, 1999. WRECKAGE AND IMPACT INFORMATION Because of the distant location, the Safety Board investigator did not travel to the accident location. The engine from the aircraft was shipped to the mainland and was examined by the Safety Board at the facilities of Aircraft Recovery Service in Compton, California, on October 13, 1999. The engine had impact and fire related damage. The propeller flange was bent aft about 10 degrees over a sector angle of about 45 degrees and the alternator and associated brackets were bent aft about 1 inch. The muffler exhaust pipe was collapsed at the outlet end and there was dried mud in the muffler. The shape of the mud conformed to the collapsed outlet. The inlet air filter and carburetor heat box were intact but partially collapsed. The carburetor heat box was obstructed at the alternate air entry with dried mud and grass. The top of the engine and the upper portion of the accessory case exhibited heat damage. The upper spark plug wires were heat damaged and the magnetos and vacuum pump exhibited heat signatures. The engine was rotated and exhibited mechanical continuity, valve function, and accessory rotation. The foam-type carburetor air filter was intact, the carburetor heat valve was in the midrange position and the throttle was in the full throttle position. The carburetor base was cracked adjacent to one mount hole. The exhaust muffler was clear internally with no flame tubes evident. The exhaust manifold tubes were internally dark gray/black where they attach to the engine exhaust ports and no wet oil was found. The vacuum pump and shear coupling, the starter motor, and the alternator were intact and externally undamaged. They were not internally examined. The spark plug electrodes were clean and dark gray in color. The electrodes were round and exhibited minimal wear. Both magnetos were externally heat damaged and the ignition points did not function. The impulse coupling on the left magneto audibly snapped at top dead center with number one cylinder on compression stroke. The left magneto had an impact mark on the tower cap and a 1/4 by 2-inch section of the mounting base flange was broken. The engine sump was removed and was free of debris. The oil suction screen was also free of debris. The accessory case was removed and the accessory gearing was visibly undamaged. The crankshaft gear dowel pin was intact. The 4 cylinder assemblies and pistons were removed and the internal bores were clean and shiny. The combustion chambers and piston faces had moderate carbon deposits. The piston rings were intact. The crankcase was separated. The crankcase bearings exhibited a uniform dull gray appearance and the journals of the crankshaft were bright, shiny, and not scored. The camshaft was undamaged and the lobes did not exhibit wear. The no. 1 exhaust follower exhibited minor spalling but no exfoliation. The remaining followers were shiny and unremarkable. The carburetor was further examined by the Safety Board at the facilities of Precision Airmotive Corporation in Everett, Washington on October 28, 1999. When placed on a flow bench it was noted that the float was stuck in one position, and it was necessary to tap the carburetor to free the float after which the carburetor flow tested satisfactorily. The fuel inlet screen was clear. When disassembled, the float bowl chamber was found to be contaminated with sand and was corroded. The metering nozzle was difficult to remove due to corrosion and the idle tube was seized and could not be removed. MEDICAL AND PATHOLOGICAL INFORMATION An autopsy was performed by the Office of the Chief Medical Examiner in Tamuning, Guam, file number ME-101-99. A toxicology analysis was performed by the FAA Civil Aeromedical Institute in Oklahoma City, Oklahoma. ADDITIONAL INFORMATION The aircraft's engine was released to Mr. Victor Reyes, the pilot's partner in ownership, on December 28, 1999.