What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
On June 16, 2015 at approximately 1349 EST, N2067U departed Columbus metropolitan airport (csg) enroute VFR to decatur county ind. Air park (bge). The aircraft departed runway 24 and lost engine power upon reaching 1600-1700 feet. The pilot stated that he immediately turned 180 degrees back to the airport and made an emergency landing on a nearby golf course after realizing he would be unable to make it back. The pilot was able to land the plane on the 15th fairway of the country club of Columbus golf course safely without any damage to the aircraft or injury. An inspector from the atlanta FSDO arrived on scene at approximately 1700 hrs to conduct an investigation as to the cause of the engine shutdown and loss of power.
During the interview with the pilot, he stated shortly after takeoff as he began to climb the aircraft slowly lost power and shutoff. He stated that he switched between both magnetos and left and right tanks and was unable to restart the engine. After realizing the engine would not restart, he declared an emergency and looked for the best place to put the aircraft down. The pilot stated that he did not turn on carburetor heat because he did not think the conditions existed to cause carburetor icing. At the time of departure the temperature was 32.2 degrees celsius with a dew point of 19.4 degrees celsius. According to the most recent carburetor icing probability chart from the civil aviation safety authority these temperatures would be in the serious to light icing range. The aircraft was transported to a private hanger at Columbus metropolitan airport (csg) until a further examination could be conducted by an IA mechanic.
On June 25, 2015 inspector davidson traveled to Columbus metropolitan airport (csg) to meet with the IA mechanic that would be performing the troubleshooting of N2067U. The mechanic began the troubleshooting by taking fuel samples from each fuel tank, the fuel selector drain and gas collator and found no significant contaminants. He then removed the top cowl and performed a general inspection of the engine compartment with no defects noted. The aircraft was pulled outside of its hangar and a normal start of the engine was conducted without any issues. Finally the aircraft was taxied out onto the ramp and ran up similar to a takeoff run, with no deficiencies. During the ground run the right and left fuel tanks were selected with no defects noted while the aircraft was ran at various power settings.
Aircraft inspection status:
1. Aircraft: 1970 Maule, model: M-4-220C, s/n 2058C
2. Engine: franklin, model: 6A-350SER
3. Propeller: mccauley, model: 2A34C201-C90DA
4. Current registration: doi 9/6/2012, exp: 4/30/2018
5. Standard airworthiness certificate: doi 10/17/1997
6. Annual inspection was completed and returned to service on 06/03/2014 at 2472.1 total time.
7. 91.207 ELT functional check ok for continued service and battery due 07/2015.
8. An airworthiness directive list was not available but all AD?s were signed off as to being complied with during last annual inspection 06/3/2014.
9. The current aircraft total time is 2485 hours and 168 hobbs as of 06/16/2015.
10. The aircraft has operated 13 hours since the last annual inspection on 06/03/2014.
Pilot inspection status:
1. Certificate privacy data omitted
2. Private pilot: airplane single engine land
3. Current third class medical: 05/03/2015
4. Total hours flying: 1400
5. Total hours in make and model: 400
6. Regulatory check ride: 6/30/2013
7. Recent pilot training: none
8. No previous eis records reported
Maintenance mechanic in
As the FAA filed it
ON JUNE 16, 2015 AT APPROXIMATELY 1349 EST, N2067U DEPARTED COLUMBUS METROPOLITAN AIRPORT (CSG) ENROUTE VFR TO DECATUR COUNTY IND. AIR PARK (BGE). THE AIRCRAFT DEPARTED RUNWAY 24 AND LOST ENGINE POWER UPON REACHING 1600-1700 FEET. THE PILOT STATED THAT HE IMMEDIATELY TURNED 180 DEGREES BACK TO THE AIRPORT AND MADE AN EMERGENCY LANDING ON A NEARBY GOLF COURSE AFTER REALIZING HE WOULD BE UNABLE TO MAKE IT BACK. THE PILOT WAS ABLE TO LAND THE PLANE ON THE 15TH FAIRWAY OF THE COUNTRY CLUB OF COLUMBUS GOLF COURSE SAFELY WITHOUT ANY DAMAGE TO THE AIRCRAFT OR INJURY. AN INSPECTOR FROM THE ATLANTA FSDO ARRIVED ON SCENE AT APPROXIMATELY 1700 HRS TO CONDUCT AN INVESTIGATION AS TO THE CAUSE OF THE ENGINE SHUTDOWN AND LOSS OF POWER.
DURING THE INTERVIEW WITH THE PILOT, HE STATED SHORTLY AFTER TAKEOFF AS HE BEGAN TO CLIMB THE AIRCRAFT SLOWLY LOST POWER AND SHUTOFF. HE STATED THAT HE SWITCHED BETWEEN BOTH MAGNETOS AND LEFT AND RIGHT TANKS AND WAS UNABLE TO RESTART THE ENGINE. AFTER REALIZING THE ENGINE WOULD NOT RESTART, HE DECLARED AN EMERGENCY AND LOOKED FOR THE BEST PLACE TO PUT THE AIRCRAFT DOWN. THE PILOT STATED THAT HE DID NOT TURN ON CARBURETOR HEAT BECAUSE HE DID NOT THINK THE CONDITIONS EXISTED TO CAUSE CARBURETOR ICING. AT THE TIME OF DEPARTURE THE TEMPERATURE WAS 32.2 DEGREES CELSIUS WITH A DEW POINT OF 19.4 DEGREES CELSIUS. ACCORDING TO THE MOST RECENT CARBURETOR ICING PROBABILITY CHART FROM THE CIVIL AVIATION SAFETY AUTHORITY THESE TEMPERATURES WOULD BE IN THE SERIOUS TO LIGHT ICING RANGE. THE AIRCRAFT WAS TRANSPORTED TO A PRIVATE HANGER AT COLUMBUS METROPOLITAN AIRPORT (CSG) UNTIL A FURTHER EXAMINATION COULD BE CONDUCTED BY AN IA MECHANIC.
ON JUNE 25, 2015 INSPECTOR DAVIDSON TRAVELED TO COLUMBUS METROPOLITAN AIRPORT (CSG) TO MEET WITH THE IA MECHANIC THAT WOULD BE PERFORMING THE TROUBLESHOOTING OF N2067U. THE MECHANIC BEGAN THE TROUBLESHOOTING BY TAKING FUEL SAMPLES FROM EACH FUEL TANK, THE FUEL SELECTOR DRAIN AND GAS COLLATOR AND FOUND NO SIGNIFICANT CONTAMINANTS. HE THEN REMOVED THE TOP COWL AND PERFORMED A GENERAL INSPECTION OF THE ENGINE COMPARTMENT WITH NO DEFECTS NOTED. THE AIRCRAFT WAS PULLED OUTSIDE OF ITS HANGAR AND A NORMAL START OF THE ENGINE WAS CONDUCTED WITHOUT ANY ISSUES. FINALLY THE AIRCRAFT WAS TAXIED OUT ONTO THE RAMP AND RAN UP SIMILAR TO A TAKEOFF RUN, WITH NO DEFICIENCIES. DURING THE GROUND RUN THE RIGHT AND LEFT FUEL TANKS WERE SELECTED WITH NO DEFECTS NOTED WHILE THE AIRCRAFT WAS RAN AT VARIOUS POWER SETTINGS.
AIRCRAFT INSPECTION STATUS:
1. AIRCRAFT: 1970 MAULE, MODEL: M-4-220C, S/N 2058C
2. ENGINE: FRANKLIN, MODEL: 6A-350SER
3. PROPELLER: MCCAULEY, MODEL: 2A34C201-C90DA
4. CURRENT REGISTRATION: DOI 9/6/2012, EXP: 4/30/2018
5. STANDARD AIRWORTHINESS CERTIFICATE: DOI 10/17/1997
6. ANNUAL INSPECTION WAS COMPLETED AND RETURNED TO SERVICE ON 06/03/2014 AT 2472.1 TOTAL TIME.
7. 91.207 ELT FUNCTIONAL CHECK OK FOR CONTINUED SERVICE AND BATTERY DUE 07/2015.
8. AN AIRWORTHINESS DIRECTIVE LIST WAS NOT AVAILABLE BUT ALL AD?S WERE SIGNED OFF AS TO BEING COMPLIED WITH DURING LAST ANNUAL INSPECTION 06/3/2014.
9. THE CURRENT AIRCRAFT TOTAL TIME IS 2485 HOURS AND 168 HOBBS AS OF 06/16/2015.
10. THE AIRCRAFT HAS OPERATED 13 HOURS SINCE THE LAST ANNUAL INSPECTION ON 06/03/2014.
PILOT INSPECTION STATUS:
1. CERTIFICATE ^PRIVACY DATA OMITTED^
2. PRIVATE PILOT: AIRPLANE SINGLE ENGINE LAND
3. CURRENT THIRD CLASS MEDICAL: 05/03/2015
4. TOTAL HOURS FLYING: 1400
5. TOTAL HOURS IN MAKE AND MODEL: 400
6. REGULATORY CHECK RIDE: 6/30/2013
7. RECENT PILOT TRAINING: NONE
8. NO PREVIOUS EIS RECORDS REPORTED
MAINTENANCE MECHANIC IN
Other reports on N2067U · 1
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