20000513040669A

(.4) On may 13, 2000, at 1013, eastern daylight time, a Piper PA-22, N6841B, was substantially damage after a loss of engine power while executing a go-around at Smith Mountain Lake Airport, Moneta, Virginia. The certificated private pilot received minor injuries, and the two passengers were not injured. Visual meteorological conditions prevailed for the personal flight that originated from farmville regional airport, farmville, Virginia, about 0920. No flight plan was filed, and the flight was conducted under 14 CFR part 91. According to the pilot, he added 10 gallons of fuel at farmville, 5 to each tank. He departed and flew to Smith Mountain lake area. He entered the downwind, selected carburetor heat on, reduced engine RPM to 1,300, and left the flaps up. The pilot turned base then final. While on final the airplane was on glide path until reaching the intended touchdown point. Unable to get the airplane on the ground, the pilot elected to execute a go-around. He advanced the throttle, but the engine did not respond. He retarded the throttle, and advanced it a second time; still there was no response from the engine. The pilot increased the pitch attitude of the airplane to cl ear some powerlines and trees at the FAR end of the runway. The airplane impacted two trees past the powerlines, and then impacted the ground. In a subsequent interview, the pilot stated the engine was operating on the left fuel tank when the loss of power occurred. A witness saw the airplane fly down the last 1,000 feet of the runway, in a nose up attitude, while approximately 60 feet AGL. The flaps were retracted, and the witness reported hearing the engine "stumble/sputter." The witness added that when the airplane passed his position, it appeared to be in an "accelerated stall." After the accident, the witness went to the accident site and found that the occupants had already exited the airplane. He smelled fuel and saw fuel dripping from the engine cowl. He looked inside the airplane, noted that the fuel selector was "on" and selected it "off." The drip stopped. On may 17, 2000, an engine run was preformed by a federal aviation administration (FAA) inspector. The battery was connected, and the electrical master was selected "on." Both fuel quantity indicators showed "slightly" less than a 1/4 of a tank each. The starter was engaged and the engine started after approximately two revolutions of the propeller. Engine oil pressure increased to 70 PSI, and the engine idled, "smoothly" about 600 RPM. The engine run lasted about 10 minutes. During this period, the throttle was advanced from idle to full throttle numerous times. Each time the engine achieved approximately 2,350 RPM. A check of the left and right magnetos was preformed at 700 RPM, 1,000 RPM, 1,500 RPM, and 1,800 RPM. During the checks, the engine ran "smooth" and the RPM dropped between 50 RPM and 75 RPM each time. Carburetor heat was applied and engine RPM dropped 75 RPM from 1,500 RPM, and 100 RPM from 1,800 RPM. With carburetor heat "on" and then "off," the throttle was advanced "rapidly" from idle to full with no engine hesitation. During engine shutdown, when the mixture control was selected "off," engine RPM increased 75 RPM before dropping to zero. After completing the engine run, a visual inspection of the engine was preformed, and no fuel or oil leaks were identified. Six gallons of fuel was then drained from each tank. No contaminates were identified. Fuel was also drained from the carburetor. No contaminates were identified. Both fuel cap vents were inspected and found functional. According to the FAA inspector, the airplane did not comply with FAA airworthiness directive 73-09-06, which stated: "to prevent power interruption and acceleration hang-up resulting from abrupt throttle movement, accomplish the following: attach the following operating limitation placard to the instrument panel near the throttle in full view of the pilot. Use 1/8 inch min. Size lettering." "Do not open throttle rapidly (idle to full throttle, 2 seconds minimum)" according to the FAA inspector, next to the right fuel gauge was a placard that read, "no take-off on right tank with less than 1/3 tank." According to FAA airworthiness directive 67-24-02, "to forestall the possibility of engine fuel starvation during takeoff operations, install a placard on the right fuel quantity gauge.... The placard shall read:" "right tank level flight only with less than 1/3 tank." (-23) an aircraft attempted to land on a grass strip at Smith Mountain lake when it struck trees and crashed into a field. A passenger received head laceration requiring approximately 40 stitches. The aircraft passed approximately (60 feet in altitude) the last 1000 feet of the runway in a nose up a ttitude and flaps retracted. A witness heard the engine stumble/sputter. It struck the tree tops in a nose up attitude. Aircraft found with substantial damage and came to rest approximately 100 yards from the end of the grass runway and at a 90 degree angle to the approximately center line of the runway. The aircraft struck and broke the top electrical wire on the poles running along the road. The wire appeared to be struck by the right main gear as portions of the wire were found across the right wing. Documented position of engine controls; throttle: full position, mixture: full rich position. Fuel selector was off position. Carb heat was in full cold position. Established flight control and engine control continuity. Propeller appeared slightly bent on one blade and appeared to have struck object without engine power. There was no visible damage found to the engine from a possible catastrophic failure. There was no visible oil leaks. Fuel was sumped from the main fuel strainer and found to have no visible contaminants. The pilot also stated that he did not get down as soon as he wanted. He attempted a go around and the engine did not respond. Then pulled nose up to go into trees. Aircraft recovered with minimal loss of fuel. Wings installed. Fuel system, lubrication system, electrical system still functional. A visual inspection to the engine exterior found no pre impact damage. The exhaust muffler flame arrest tube was in place looking up thru the exhaust stick via flashlight. There did not appear to be anything loose within the muffler or heat distorted. Oil quantity was checked at approximately 5 quarts. Fuel was found in both tanks. Battery was reconnected and when master switch was engaged, fuel quantity indicators showed slightly less than 1/4 each side. Starter was engaged and engine began running after approximately two (2) revolutions of the prop. Oil pressure was immediately observed at 70 PSI. Engine idle speed was approximately 600 RPM and smooth. Engine was run for approximately 10 minutes in duration. During that time, the throttle was advanced from idle to full, achieving approximately 2350 RPM numerous times. A magneto check was accomplished numerous times at approximately 700, 1000, 1500, and 1800 rpms respectively. The magnetos each checked smooth with approximately 50-75 RPM drop on each side. Carb heat was applied, indicating approximately 75 RPM drop at 1500 and 100 RPM drop at 1800 RPM. The throttle was rapidly advanced from idle to full with no engine hesitation with both carb heat applied and off. Idle mixture was checked with an approximately 75 RPM rise on shut down. The engine was operated on both the left and right fuel tanks approximately the same amount of time. Visual examination of the engine following the run-up showed no oil or fuel leakage. Approximately 6 gallons of fuel was drained from each fuel tank. The fuel capacity of each tank is 18 gallons. Fuel was drained from the carb following the run-up and was found free of contamination or water. Fuel caps were found to be vented type and functional. Right fuel indicator was not placarded per AD 67-24-02 (right tank level flight only with less than 1/3 tank). The actual placard installed on the gauge reads, "no take-off on right tank with less than 1/3 tank". This operating limitation is to prevent engine fuel starvation during takeoff operations.