ERA09LA137

The pilot in the left seat was receiving his flying club annual review. Following local airwork, the pilot entered the traffic pattern for touch-and-go landings. The first two traffic patterns and landings were uneventful. Immediately after takeoff following the second landing, the engine lost power, momentarily recovered, then lost power again. Unable to make the runway, a forced landing was performed in an area adjacent to the runway. The airplane landed hard and came to a stop. The left wing buckled, left main landing gear was driven up into the wing, and the nose gear collapsed. An examination of the airplane at the accident site did not reveal a reason for the loss of power. There was adequate fuel on board the airplane and no contaminants were found. During a subsequent examination of the wreckage, the engine was successfully run on the airframe with fuel recovered from the wings. The flight was not operated in conditions conducive to carburetor icing.

On January 17, 2009, about 1319 eastern standard time, a Piper PA-28-180, N9459J, registered to the Lockheed Martin Employee Association Flying Club, was substantially damaged during a forced landing at the Pickens County Airport (JZP), Jasper, Georgia. The instructional flight was conducted under 14 Code of Federal Regulations Part 91. Day, visual meteorological conditions prevailed, and no flight plan was filed. The certificated commercial pilot and flight instructor were not injured. The flight originated at Cobb County Airport (RYY), Marietta, Georgia, about 1237. The pilot flying in the left seat reported that after basic airwork was conducted, he entered the traffic pattern at JZP for transition training. On climbout from the second touch-and-go landing on runway 16, approximately 150 feet above the ground, the engine lost power. The engine then momentarily regained power, and then stopped running. The electric fuel pump was confirmed on, and positive fuel pressure was verified. He lowered the nose and the airplane landed hard, to the right of the runway surface. According to a Federal Aviation Administration (FAA) inspector, the commercial pilot was receiving his annual flying club checkout. The inspector examined the airplane at the accident site. The left main landing gear was driven up into the wing and the nose gear collapsed. The left wing was buckled. The FAA inspector found fuel in both wing tanks. One propeller blade was bent aft approximately 20 degrees and the other blade was not bent or twisted. The blade surfaces were free of chordwise scratching or leading edge gouges. The fuel tank selector handle was in the left tank detent. There was no evidence of water or contaminants found in the fuel system. On January 29, 2009, an examination of the airplane and engine was conducted at Atlanta Air Recovery, Griffin, Georgia under the direction of a NTSB investigator. The airframe was secured to a flatbed trailer in preparation for an engine run. The airplane battery was in good condition and used to supply electrical power to the starter. Remaining fuel in the wing tanks was used as a fuel source. The ignition key was turned to the start position and the engine started with no anomalies. The engine throttle was advanced to 2,300 rpm and no anomalies were observed. The throttle was set at 1,200 rpm and the engine ran at that power setting until all supplied fuel was depleted. No mechanical anomalies were noted that would have prevented the engine from operating normally. The 1324 weather observation for Cherokee County Airport (47A), Canton, Georgia, located approximately 9 nautical miles south of the accident site, included the following: sky clear, surface winds from 210 degrees at 4 knots, 10 statute miles visibility, temperature 37 degrees Fahrenheit (F), dew point minus 2 degrees F, and an altimeter setting of 30.35 inches of mercury. According to the FAA carburetor icing probability chart, the flight was not conducted inconditions that were conducive to carburetor icing.