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Suffolk, VA
THE ACFT WAS CLIMBING OUT AFTER THE SECOND TOUCH-AND-GO LANDING, WHEN WITNESSES REPORTED HEARING POPPING NOISES FROM THE ENGINE. THE ACFT NOSED DOWN, DESCENDED, AND CRASHED IN A WOODED AREA ABOUT 1,000 FT PAST THE END OF THE RWY. INVESTIGATION REVEALED A COMPRESSION TEST READING OF 17/80 FOR THE #2 CYLINDER; THE EXHAUST VALVE GUIDE AND SEAT WERE MISALIGNED. IN ADDITION, ALL THE ENGINE INTAKE CONNECTOR HOSES WERE DRY-ROTTED, THE SPARK PLUGS APPPEARED TO BE GAPPED TOO TIGHTLY, AND ONE LEAD WAS NOT PROPERLY INSTALLED. THE LAST ANNUAL INSPECTION WAS DONE ABOUT A WEEK BEFORE THE ACCIDENT, AND THE ACFT HAD OPERATED ABOUT 15 HRS SINCE THEN.
A LOSS OF ENGINE POWER DUE TO LOW CYLINDER COMPRESSION. THE LOW COMPRESSION WAS A RESULT OF EXHAUST VALVE LEAKAGE AND INADEQUATE MAINTENANCE AND INSPECTION. IN ADDITION, THE PILOT FAILED TO MAINTAIN ADEQUATE AIRSPEED WHICH RESULTED IN THE AIRPLANE STALLING.
THE ACFT WAS CLIMBING OUT AFTER THE SECOND TOUCH-AND-GO LANDING, WHEN WITNESSES REPORTED HEARING POPPING NOISES FROM THE ENGINE. THE ACFT NOSED DOWN, DESCENDED, AND CRASHED IN A WOODED AREA ABOUT 1,000 FT PAST THE END OF THE RWY. INVESTIGATION REVEALED A COMPRESSION TEST READING OF 17/80 FOR THE #2 CYLINDER; THE EXHAUST VALVE GUIDE AND SEAT WERE MISALIGNED. IN ADDITION, ALL THE ENGINE INTAKE CONNECTOR HOSES WERE DRY-ROTTED, THE SPARK PLUGS APPPEARED TO BE GAPPED TOO TIGHTLY, AND ONE LEAD WAS NOT PROPERLY INSTALLED. THE LAST ANNUAL INSPECTION WAS DONE ABOUT A WEEK BEFORE THE ACCIDENT, AND THE ACFT HAD OPERATED ABOUT 15 HRS SINCE THEN.