Event CHI00LA285

Factual narrative

On September 2, 2000, at 1735 central daylight time, a Boeing Stearman model B75N1, N66607, piloted by a private pilot, sustained substantial damage during a forced landing, near Cape Girardeau, Missouri, following a loss of engine power while in cruise flight. The 14 CFR Part 91 personal flight was not on a flight plan. Visual meteorological conditions prevailed at the time of the accident. The pilot and pilot rated passenger reported no injuries. The flight originated from the Greenwood-Leflore Airport (GWO), Greenwood, Mississippi at 1450 and was en route to the Cape Girardeau Regional Airport (CGI), Cape Girardeau, Missouri. In a written statement, the owner, who was the pilot rated passenger, said that at two miles from CGI they advised the CGI Air Traffic Control Tower (ATCT) of their position as requested. He said that, "Very shortly thereafter the engine quit. Advised tower of problem. Advised CGI tower of inability to reach airport. Tower asked for intentions following above advisory to tower. Advised tower of intent to turn away from airport and land (off airport) in an unharvested cornfield." The aircraft came to rest in the cornfield. Investigators from the Federal Aviation Administration (FAA) conducted a postaccident examination of the aircraft. No fuel could be seen in the fuel tank when looking through the fuel cap. Approximately 1 to 1-1/2 cups of fuel was drained from the right aft fuel tank drain and 2 to 3 cups were drained from the left drain. No fuel was noted in the fuel tank sight glass. No other anomalies were noted that could be associated with a preexisting condition. According to FAA records, the pilot reported 125 total flight hours at his last aviation medical examination that was performed on June 21, 2000. The airplane experienced a loss of engine power and a forced landing was executed. The aircraft came to rest in an un-harvested cornfield. During a postaccident examination of the aircraft, no fuel could be seen in the fuel tank when looking through the fuel cap. Approximately 1 to 1-1/2 cups of fuel was drained from the right aft fuel tank drain and 2 to 3 cups were drained from the left drain. No fuel was noted in the fuel tank sight glass. No other anomalies were noted that could be associated with a preexisting condition. Source: NTSB Aviation Accident Database (Pre-2008 Archive) Retrieved: 2026-02-12