CEN23FA164

Just after departing from runway 5 on an aerial survey flight, the pilot announced on the airport’s common traffic advisory frequency that the engine was running rough and he was returning to the airport. Another pilot flying in the airport traffic pattern reported that the accident airplane appeared too high and fast to land on runway 23; shortly thereafter, the accident pilot transmitted that the engine was producing power and that he was landing on runway 5. The witness saw the accident airplane subsequently enter a left base for runway 5 at low altitude and stated that the airplane appeared slow. The airplane overshot the runway, banked steeply, stalled, and entered a 1/2 turn spin before impacting the ground. Two other pilots who were flying in the area reported similar observations of the accident sequence, and ADS-B track data was consistent with their statements. The airplane impacted the ground and ground scars were consistent with a nose-low, right wing down attitude. The fuselage and both wings sustained substantial damage. Examinations of the airframe, engine, and fuel system did not reveal any pre-impact anomalies that would have precluded normal operations. The weather conditions at the time of the accident were conducive to the development of serious carburetor icing, which was consistent with the pilot’s announcement of a rough running engine. The circumstances of the accident are consistent with the pilot’s exceedance of the airplane’s critical angle of attack while maneuvering for an emergency landing following a partial loss of engine power, which resulted in an aerodynamic stall/spin and impact with terrain.

On April 24, 2023, about 0846 central daylight time, a Maule MXT-7-180 airplane, N4008J, was substantially damaged when it was involved in an accident near La Porte, Texas. The pilot sustained serious injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 aerial survey flight. According to the operator, the pilot intended to depart from La Porte Municipal Airport (T41), La Porte, Texas, to conduct aerial inspections of pipelines in the area. An airline transport pilot who witnessed the accident was approaching from the east to enter the airport traffic pattern. He reported hearing the accident pilot state on the common traffic advisory frequency that his engine was running rough and that he was returning to the airport to land. The witness saw the accident airplane turn to the left after departing from runway 5 and the airplane appeared to be maneuvering to land on runway 23. The witness thought that the accident airplane was being pushed by a tailwind and was too high and fast to land on runway 23. He then saw the accident airplane turn to the right, climb, and heard the accident pilot announce that the engine was producing power again and the pilot was going to land on runway 5. The witness stated that the accident airplane was low on the base leg for runway 5 and appeared to be slow. The airplane appeared to overshoot runway 5, bank steeply, stalled, and spun about ½ turn before impact with the ground. The airplane impacted a slightly sloped grassy area on airport property. Two other pilot/witnesses who were flying in the traffic pattern at T41 reported similar observations of the accident sequence. ADS-B data of the airplane’s flight track was consistent with the witnesses’ observations. After emergency responders arrived at the accident site, the pilot was air lifted to a local hospital with critical head injuries. The pilot did not recall the accident sequence. The nearest weather reporting facility (EFD), located about 6 miles from the accident site, reported the temperature as 14°C and the dew point temperature as 9°C. According to the FAA’s carburetor icing probability graph, the airplane was operating within the range conducive to the development of serious carburetor icing at cruise power. The airplane impacted slightly sloped, wet, grass-covered terrain on a magnetic heading of about 090°. Wreckage deformations and ground scars were consistent with impact in a nose-low, right-wing-down attitude. The forward section of the cockpit was crushed upward. The engine was partially separated from its mounts and the propeller assembly was separated from the engine crankshaft consistent with impact forces. The right wing was crushed aft from its leading edge along most of its span. The left wing was bent and crushed aft along the outboard part of its leading edge. About 40 gallons of fuel was drained from the airplane wreckage. Fuel samples taken from the airplane’s fuel tanks and from the airplane’s refuelingsource were found to be clear of contaminants. Flight control continuity was confirmed from the cockpit to all flight control surfaces at the accident site. The wreckage was recovered and moved inside a secured hangar for detailed airframe and engine examinations. Detailed examinations of the airframe did not reveal any pre-impact anomalies. Internal continuity was established throughout the engine. No mechanical anomalies with the engine, engine accessories, or carburetor were found. The fuel system was intact from the tanks to the engine with no obstructions. Clean fuel, free of contaminants and water, was found throughout the fuel system from the tanks to the engine.