ATL02LA136

About 10 minutes into the flight, the pilot reported that the engine sputtered and lost power. The pilot stated it sounded like it was running out of fuel. The pilot switched to 121.50 frequency to announce a May-Day distress call and looked for a clearing site where he could make an emergency landing. The pilot prepared to land on the roadway. As the pilot maneuvered the airplane for the forced landing, the right wing struck two vehicles. The airplane came to rest with the leading edge of the left wing on the a vehicles windshield. The post-accident examination of the airplane discovered fuel in the fuel tank but failed to disclose a mechanical malfunction or a component failure.

On June 28, 2002, 1130 eastern standard time, a Piper PA-28-140, N2935Q, registered to and operated by a private pilot reported a loss of engine power shortly after takeoff and collided with an automobile during the emergency landing on a highway in Clearwater, Florida. The personal flight was operated under the provisions of Title 14 CFR Part 91 with no flight plan filed. Visual meteorological conditions prevailed at the time of the accident. The private pilot, the sole occupant on board the airplane, was not injured. The occupants of the automobile received minor injuries. The flight departed Clearwater, Florida, at 1100.

According to the pilot, he had flown to Tampa Bay Executive Airport to get an estimate to repaint his airplane. Prior to his departure, the pilot preformed a check of the fuel and conducted an engine run up. The pilot departed runway 08 enroute to Clearwater Executive Airpark, Florida. At an altitude of 1200 feet and an airspeed of approximately 100-110 knots, 10 minutes into the flight the engine started to sputter. The pilot stated it sounded like it was running out of fuel. The pilot leaned the fuel mixture but it did not help the situation. The engine began to loose RPM and power. The pilot could see the Clearwater Airport in the distance approximately 3-4 miles away. The airplane began to loose altitude, the pilot contacted the Clearwater Unicom advising that he was having engine problems. The pilot switched to 121.50 frequency to announce a May-Day distress call and looked for a clearing site where he could make an emergency landing. The pilot prepared to land on the roadway. Before landing the airplanes right wing struck two vehicles, touched down and the leading edge of the left wing came to rest on the third vehicles windshield.

Examination of the airplane revealed all flight controls were intact and operated normally. Examination of the right sump contained blue in color aviation fuel and no water. The fuel level in the right tank was an inch below the 18-gallon tab. The left fuel tank was partially ruptured and contained approximately 4 ounces of a foamy water and blue aviation fuel. The fuel gascolator bales were dislodged and the bowl contained ½ ounce of blue aviation fuel. Rotational examination of all cylinder components exhibited intake and compression action. All spark plugs exhibited evidence of firing.

The left magneto produced ignition sparks on all spark plug leads when the propeller was rotated. The right magneto was removed, and fired blue sparks on all of the spark plug leads. Both left and right magnetos were removed from the accessory case and opened for inspection. No discrepancies were noted in the magnetos during the internal examination.

The magneto switch was found in the both position, all wire connections on the magneto switch were secure.

The exhaust assembly was inspected internally and from the end of the tailpipe. No blockage or discrepancies were noted. The induction air filter was a foam type filter and there was no evidence of blockage in the filter or the ducts to the carburetor. The carburetor was removed for examination; the venturi was intact and the accelerator pump was operative. There was no blockage of the carburetor throat. The carburetor float worked normally and no contaminates were found in the carburetor bowl. The carburetor bowl contained blue aviation fuel. Fuel was found in both the inlet and outlet of the engine driven fuel pump.

Maintenance performed at the annual inspection on January 28, 2002 included replacement of the flexible fuel lines to the wing tanks. Examination of the fuel lines revealed no kinks or twisting in the fuel line material.

A review of the temperature data revealed the temperature was 28 degrees Celsius and a dew point of 23 degrees Celsius. In reviewing the icing probability chart these conditions are favorable for the formation of float type carburetor ice.

Examination of the airplane failed to disclose any mechanical malfunctions or component failure.