CEN13LA118

After taking off and climbing to about 1,200 feet above the ground, the airplane’s engine began to run rough and lost power. The pilot turned back toward the airport, but the airplane impacted terrain 200 feet short of the runway. The left main and nose landing gears separated from the airplane, the right wing was crushed, and the fuselage was buckled. Postaccident examination of the engine and related systems revealed no preimpact mechanical malfunctions or anomalies that would have precluded normal operation. According to a Federal Aviation Administration carburetor icing chart, conditions were conducive to carburetor icing at the time of the accident.

On December 31, 2012, about 0940 central standard time, a Piper PA-24-250, N8053P, impacted terrain short of runway 31 at Mc Allen Miller International Airport (KMFE), Mc Allen, Texas. The pilot, the sole occupant on board, was not injured. The airplane was substantially damaged. The airplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed at the time of the accident, and no flight plan had been filed. The local flight originated from KMFE approximately 0935, and was destined for Weslaco, Texas (5T6). According to the pilot’s accident report, after taking off and climbing to 1,200 feet, the engine began running rough and losing power. He initiated a turn back towards the airport, but the airplane impacted terrain 200 feet short of runway 31. The left main and nose landing gears separated from the airplane, and the right wing was crushed and the fuselage was buckled. The engine was later examined by a Federal Aviation Administration inspector. According to the inspector’s report, no anomalies were noted with the ignition system. All spark plugs were dry, consistent with a lean mixture, and the intake system appeared normal. All pistons and valves moved with crankshaft movement. There was ample fuel (100LL) in all four tanks. Using the electric fuel pump, fuel pressure was at the top of the green arc on the fuel pressure gauge at any tank position selected. Fuel flow was observed to the carburetor and intake from all four tank positions. Operation of the engine driven fuel pump could not be verified. The carburetor finger screen was clean. It took about 3 to 4 seconds to restore fuel flow to the carburetor when the fuel selector was switched from "off" to a tank position (using the electric pump). A Carburetor Icing Probability Chart was examined. Using the temperature (21 degrees C.) and dew point (16 degrees C.) that prevailed, the chart indicated moderate icing at cruise power and serious icing at descent power. Dew point compression was 5 degrees C., which equates to a relative humidity of about 69 per cent.