ATL02LA161

A certified flight instructor was instructing steep turns, VMC, and engine out procedures. The CFI instructed the student to shut down the left engine for training purposes. After several unsuccessful attempts to restart the engine the CFI took command of the airplane. No mention was made by the CFI or the pilot to secure the engine and feather the propeller after it became apparent that the engine would not restart. The airplane was unable to maintain altitude. The CFI radioed "mayday" and preformed an off field landing. Examination of the engine revealed that the left engine started and operated normally. The propeller governor was inspected and functioned properly. Review of the approved Aircraft Flight Manual stated the airplane should have been able to climb at a rate of 190 feet per minute at sea level with the propeller feathered. Section VB-423 page 3-11, 3-12 of the Piper PA-34-200 information manual states the emergency procedures for feathering, and fuel management during single engine operation. No mechanical or flight control malfunction were discovered during the examination of the airplane.

On August 24, 2002, at 1000 eastern daylight time, a Piper PA-34-200, N55210, registered to and operated by Peachtree Flight Center, collided with the terrain while attempting an emergency landing near Falcon Field Airport, Peachtree City, Georgia. The instructional flight was operated under the provisions of Title 14 CFR Part 91 with no fight plan filed. Visual meteorological conditions prevailed at the time of the accident. The airplane sustained substantial damage. The certified flight instructor (CFI), private pilot and passengers were not injured. The flight originated from Falcon Field, Peachtree City, Georgia, at 0930 on August 24, 2002.

According to the CFI, the purpose of the training flight was to practice steep turns, minimal controllable single engine airspeed (VMC), and engine out procedures in the vicinity of Williamson Airport, Georgia. At approximately 4500 feet MSL the CFI instructed the pilot to shut down the left engine for training purposes. After the pilot completed the engine shutdown procedure, he was instructed by the CFI to restart the engine. After several unsuccessful attempts to unfeather and restart the engine, the CFI took control of the airplane and attempted to restart the engine. The CFI stated he had an indication of 1500-1700 RPMs on the shutdown engine, with oil pressure in the green limits. However he stated he had no fuel pressure with the boost pumps on. The left propeller continued to rotate as the CFI attempted a restart. With the left engine rotating the CFI was unable to maintain altitude. No attempt was made to secure the engine after it became apparent that the engine would not restart. The CFI picked a clearing and prepared the occupants of the airplane for an emergency landing. The CFI radioed "mayday" and performed an off field landing.

The airplane came to rest in a small group of trees about 2 miles south east of the airport. The left wing tip and aileron were separated at the outboard section of the fuel cell. The nose section of the airplane displayed crush damage. Both propellers were in the unfeathered position. The left main gear was separated at its attachment points, and landing gear control handle was in the down and locked position. The airplane was on 080 degree heading and approximately 1.5 miles east of the approach end of runaway 31 at Falcon Field, Georgia.

The post-accident examination of the left engine revealed that the engine started and operated normally. The propeller governor was inspected and functioned properly. Review of the approved Aircraft Flight Manual stated the airplane would climb at a rate of 190 feet per minute at sea level with the propeller feathered. No mention was made by the CFI or the pilot to secure the engine and feather the propeller after it became apparent that the engine would not restart. Section VB-423 page 3-11, sec. l, of the information manual states "Propeller of inoperative engine- feather"; page 3-12, Fuel management during single engine operation, states "Fuel selector of inoperative engine in "OFF" position. No mechanical or flight control malfunctions were discovered during the examination of the airplane.