On April 28, 2016, about 1510 central daylight time, a Boeing A75N1 (PT-17) single-engine airplane, N17PY, impacted terrain after a loss of engine power shortly after departing the Osage City Municipal Airport (53K), Osage City, Kansas. The pilot and two passengers were not injured, and the airplane was substantially damaged. The airplane was registered to, and operated by a private individual, as a 14 Code of Federal Regulations Part 91 sport parachuting flight. Visual meteorological conditions (VMC) prevailed and a flight plan had not been filed. At the time of the accident the airplane had just departed 53K for the skydiving flight .The airplane departed with the pilot seated in the rear cockpit and with two parachutists standing outside, on the lower wing. The parachutists held on to the edge of the front cockpit and were secured by a safety strap. .After the airplane climbed to about 200 ft agl (above ground level), the pilot sensed a loss of engine power and the airplane stopped climbing. The airplane descended and the pilot executed an off-airport forced landing to a flat open field about 1,600 feet north of 53K. The airplane cleared the top of 32-foot tall electric power lines and came to rest upright, about 100 feet from the initial touchdown spot. The airplane landed hard with the muddy field resulted in the complete separation of both main landing gear legs . The two parachutists reported that they were not ejected and remained restrained by the safety strap. A postaccident examination of the airplane at the scene revealed that there was substantial damage to the lower wing and fuselage. The examination noted that there was adequate fuel on board, no fuel spill, and no postimpact fire. Flight control continuity was confirmed. The pilot said he did not use carburetor heat . An examination of the engine and its components showed no anomalies. An inspection and testing of the engine spark plugs indicated normal wear and that they were fully functional. The wiring harness was visually inspected and appeared normal. A bench test of both magnetos showed they were fully functional. The closest weather reporting station was at FOE, Topeka, Kansas; located 20 miles northeast from the accident location, At 1453 the automated surface observation system at FOE recorded wind from 330 degrees at 13 knots, visibility 10 miles, scattered clouds at 2,700 ft above ground level, temperature 16 ° Celsius (C), dew point 8 ° C, and an altimeter setting of 29.96 inches of Mercury. A review of the carburetor icing probability chart in Federal Aviation Administration, Special Information Bulletin CE-09-35, revealed the airplane was operating in an area favorable for serious icing at glide power.