# NTSB DFW06LA199: Piper PA-28-161, N82078, Houston, TX, August 19, 2006 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: August 19, 2006, 13:15 local (18:15 UTC) - Place: Houston, TX - Coordinates: 29.506111, -95.476943 - Nearby events: https://openairdocs.org/map.md?lat=29.5061&lon=-95.4769&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Serious injuries - Injuries: 1 serious, 2 minor, 1 uninjured - Status: Completed, report January 31, 2007 - Report: Approved by Office Director - Parties: Lycoming Aircraft Engines, FAA FSDO, The New Piper Corp. - NTSB case key (mKey): 64357 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=DFW06LA199 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/64357/pdf - Page: https://openairdocs.org/ntsb/DFW06LA199 ## Probable cause The loss of engine power for undetermined reasons. A contributing factor was the lack of suitable terrain for the forced landing. ## Analysis The 600-hour private pilot and 3 passengers could not get the airplane to start due to a "malfunction of the starter". A mechanic was called and the mechanic removed the "skin" around the engine and "sprayed a large amount of varsol and silicone into the starter." The engine starter then worked. After the work was completed, the pilot performed a "run-up and preflight inspection [and] all seemed okay." The pilot added that during the takeoff initial climb, while at about 300 feet MSL the engine totally failed." Fuel was found at the accident site and rescue personnel reported that the fuel selector was in the left-tank position, but they turned it to the "off" position after the crash. The engine was removed from the airplane's airframe, and placed on an engine test run stand. The test stand's electric fuel pump was used to prime the engine, and the engine started. Because the propeller was bent, a vibration developed and the engine could not be run above idle rpm. The engine was shutdown, the accident airplane's propeller was removed and replaced with a test propeller. The engine was then restarted and ran for approximately 15 minutes at various (idle to full) power settings. During initial startup and subsequent run, the engine's fuel pressure (engine driven pump) varied from about 2-3 psi, and then moved to about 5 psi and stabilized. The airplane's electric fuel pump was removed from the airplane, and connected to a battery source and appear to operate fine. However, operation of the electric fuel pump could not be verified, during the takeoff. The fuel lines from the wings to the engine were checked, and were clear of any obstructions. The engine drive fuel pump was removed from the engine and disassembled. A small piece of debris (approximately 1/8 inch square) was found inside the pump between the inlet and outlet chambers of the pump. The scat tubing that runs from the airbox to the carburetor was inspected. The internal wire and tubing appeared in good shape; however, the tubing had been crushed during the accident. The reason for the reported loss of engine power could not be determined. ## Factual narrative On August 19, 2006, approximately 1315 central daylight time, a single-engine Piper PA-28-161 airplane, N82078, was substantially damaged during a forced landing following a loss of engine power shortly after take-off from the Houston Southwest Airport (AXH), near Houston, Texas. The private pilot and two passengers sustained minor injuries; a third passenger was seriously injured. The airplane was registered to and operated by a private individual. Visual meteorological conditions prevailed and a flight plan was not filed for the 14 Code of Federal Regulations Part 91 personal flight. The cross-country flight was to originate from the Houston Southwest Airport (AXH), with a planned destination of the Navasota Municipal Airport (60R), near Navasota, Texas. The 600-hour private pilot reported in the Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1/2) that he flown the airplane from Bay City (BYY), Texas, to AXH, (approximately a 38-nautical mile flight). However, when he and 3 passengers were ready to depart, the airplane would not start due to a "malfunction of the starter". A mechanic was called and the pilot reported that the mechanic removed the "skin" around the engine and "sprayed a large amount of varsol and silicone into the starter". The engine starter then worked. After the work was completed, the pilot reported he performed a "run-up and preflight inspection [and] all seemed okay." The pilot added that "during the take-off initial climb, while at about 300 feet MSL, the engine totally failed". According to a Federal Aviation Administration (FAA) Inspector, who responded to the accident site, the aircraft received structural damage during the forced landing. The inspector also noted that the airplane's fuel tanks contained fuel and a checklist was not available in the cockpit. Additionally, rescue personnel reported to the Inspector that the fuel selector was in the left-tank position; however, the fuel selector was turned to the off position by them after the accident. The wreckage was recovered to Air Salvage of Dallas, in Lancaster, Texas, for further evaluation. Air Safety Investigators from the NTSB, airframe, and engine manufacturer, examined the airplane on October 13, 2006. The nose landing gear and forward engine cowling were found crushed and pushed upward into the engine. One propeller blade was slightly bent backwards, approximately an inch "out of track." The 160-horsepower engine was removed from the airframe, and placed on an engine test stand. The engine's exhaust system was crushed by the accident and was replaced with "straight exhaust pipes". Additionally, the airbox/filter was replaced with a cloth cover over the inlet side of the carburetor. The test stand's electric fuel pump was used to prime the engine, and the engine started. Because the propeller was bent, a major vibration developed and the engine could not be run above idle rpm. The engine was shutdown; the accident airplane's propeller was removed and replaced with a test propeller. The engine was then restarted and ran for approximately 15 minutes at various (idle to full power) settings. During initial startup and subsequent run, the engine's fuel pressure (engine driven pump) varied from about 2-3 psi, and then moved to about 5 psi and stabilized. The airplane's electric fuel pump was removed from the airplane, and connected to a battery source and appear to operate normally. After the accident, the electric fuel pump switch was found in the off position. However, the position of the switch during the accident sequence could not be determined. The fuel lines from the wings to the engine were checked, and were found to be clear of obstructions. The engine driven fuel pump was removed from the engine and disassembled. A small piece of debris (approximately 1/8 inch square) was found inside the pump; between the inlet and outlet chambers of the pump. The scat tubing that runs from the airbox to the carburetor was also inspected. The internal wire and tubing appeared in good shape; however, the tubing had been crushed during the accident. The reason for the reported loss of engine power could not be determined. At 1153, the automated weather observation system at the Sugarland Regional Airport, approximately 11 miles northwest of the accident site, reported calm winds, 10 miles visibility, a clear sky, temperature 81 degrees Fahrenheit, dew point 75 degrees Fahrenheit, and an altimeter setting of 29.97 inches of Mercury. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power, climb - to cruise - reason for occurrence undetermined (cause) - Forced landing, descent - emergency - In flight collision with terrain/water, emergency descent/landing - terrain condition - none suitable (contributing factor) ## Aircraft - Registration: [N82078](https://openairdocs.org/deregistered/N82078-2013-08-20), registration cancelled 2013-08-20, S/N 28-8216160, built 1982 (OpenAirDocs) - Reported make and model: Piper PA-28-161 - Registry model: [Piper PA-28-161](https://openairdocs.org/model/piper-pa-28-161) (registry code 7102803) (OpenAirDocs) - Registry engine: [Lycoming 0-320 series](https://openairdocs.org/engine/lycoming-0-320-series) (registry code 41508, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 28-8216160 - Airframe hours: 10792 - Engines: Lycoming O-320-D3G 160 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, February 1, 2006, 84 hours before - Departed: AXH, Houston, TX - Destination: Houston, TX - Airport: AXH, Houston-Southwest ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 48; injuries: none; military, student; airplane ratings: single-engine land; medical: class 3, without waivers/limitations; last flight review July 1, 2006; seat: right; flight hours: 600 total, 100 in this make and model, 600 as pilot in command, 100 in the last 90 days ## Weather - Conditions: Visual (VMC), Day - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 81 °F, dew point 75 °F - Altimeter: 29.96 inHg - Observed at: SGR ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20060819030579A](https://openairdocs.org/incident/20060819030579A), Aug 19, 2006: Piper PA28161, Houston, TX, Destroyed. (-23) On 08/19/2006 while departing from Houston-Southwest Airport, (axh) on runway 09, a Piper PA-28-161 experienced a loss of power on take-off. The aircraft… From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.