ERA09LA494

The commercial-rated pilot receiving instruction and the certificated flight instructor (CFI) flew a 50-nautical mile flight to an outlying airport, then boarded the airplane for the return flight. The pilot observed normal indications on the engine instruments throughout the taxi and engine run-up. Shortly after takeoff, the airplane seemed "sluggish," the airspeed began to drop, and the airplane experienced a partial, then total, loss of engine power. During the subsequent forced landing, the airplane clipped a telephone pole prior to impacting a clearing. The CFI stated that he observed no abnormal indications at any time prior to the initial loss of engine power during takeoff. During an engine test run subsequent to the accident, while operating at moderate power, the fuel flow gauge began fluctuating before the engine suddenly lost power. The engine was re-started and again lost power after about 2 minutes. The engine-driven fuel pump was removed and disassembled with no anomalies noted. The fuel line connecting the fuel pump to the fuel servo was removed and examined, and no evidence of blockage or degradation was observed. A visual inspection, flow test, and teardown inspection of the fuel servo and flow divider at the manufacturer's facility revealed no anomalies.

On August 26, 2009, about 1505 eastern daylight time, a Piper PA-28R-201, N186CF, was substantially damaged during a forced landing near Luray Caverns Airport (W45), Luray, Virginia. The certificated flight instructor (CFI) and commercial-rated pilot receiving instruction were not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the instructional flight, which was conducted under the provisions of 14 Code of Federal Regulations Part 91. According to the pilot, he and the CFI had departed Leesburg Executive Airport (JYO), Leesburg, Virginia, and flew to W45 on an "uneventful" check out flight. They got lunch, and returned about 1.5 hours later to depart back to JYO. He stated that the airplane was "hesitant to start." The airplane started on the fifth attempt, and he observed "normal" indications on the engine instruments throughout the taxi and engine run-up. The pilot performed a short-field takeoff from runway 4, and noted that all engine gauges were "in the green," and fuel flow indications were normal. He stated that shortly after takeoff, the airplane seemed "sluggish," the airspeed dropped, and the airplane experienced a gradual loss of engine power. The CFI took control of the airplane and they experienced a "full" loss of engine power. During the forced landing, the airplane clipped a telephone pole prior to impacting "roughly" on the upslope of a clearing. The airplane's landing gear sheared off, and the airplane skidded uphill, turning 90 degrees before coming to rest. A witness who observed the take off stated that the airplane lifted off the ground "about midway" down the runway. She stated that during the climbout, the airplane "lost altitude, recovered some altitude, and lost altitude again." The airplane then "turned west and went out of sight." The CFI's statement was consistent with that of the pilot. He added that the airplane's wing flaps remained at 25 degrees and the landing gear remained in the down and locked position throughout the takeoff and accident sequence. The pilot held a commercial pilot certificate with ratings for airplane single engine and airplane multi engine land, and an instrument rating. He reported 286 hours total flight experience, 3 hours of which were in the accident airplane make and model. His most recent flight review was conducted in July, 2009. His most recent FAA first class medical certificate was issued in May, 2008. The CFI held a commercial pilot certificate with ratings for airplane single engine and airplane multi engine land, and an instrument rating; and a flight instructor certificate with ratings for airplane single engine and instrument airplane. He reported 600 hours total flight experience, 16 hours of which were in the accident airplane make and model. His most recent flight review was conducted in April, 2009. His most recent FAA first class medical certificate was issued in June, 2008. Review of FAA and airplane maintenance records revealedthat the airplane was manufactured in 2000, and was equipped with a Lycoming IO-360-C, fuel-injected, 200 hp reciprocating engine. At the time of the accident, the airplane had accumulated a total time of 6116.7 hours. The most recent annual inspection was conducted on July 21, 2009, at a total time of 6094.6 hours. An entry in the airplane's engine maintenance logbook indicated that the electric fuel boost pump and fuel boost pump circuit breaker were replaced in August 2008, at 5834.8 hours. The engine had accumulated a total time of 1317.6 hours since it most recent overhaul in December, 2005. The wreckage was recovered to an aircraft recovery facility in Clayton, Delaware, and examined on October 8, 2009, under the supervision of a Safety Board investigator. A fuel can was plumbed to the airplane's fuel system forward of the firewall. The engine was started and run at idle and moderate power settings for about 3 minutes. While operating at moderate power, the fuel flow gauge began fluctuating before the engine suddenly lost power. The engine was subsequently re-started and again lost power after about 2 minutes. The engine-driven fuel pump was removed and disassembled with no anomalies noted. The fuel line connecting the fuel pump to the fuel servo was removed and examined. No evidence of any blockage or degradation of the fuel line was observed. The fuel servo, flow divider, and fuel nozzles were removed and forwarded to the manufacturer for examination. The fuel servo was examined on October 28, 2009 at the manufacturer's facility in Marysville, Washington under the supervision of a Safety Board investigator. Visual inspection revealed no anomalies. A bench/flow test was performed; no anomalies which would have precluded normal operation were noted. Teardown examination of the fuel servo revealed that the inlet screen was clear of debris and the air and fuel diaphragms were free of contamination. The idle valve/main metering orifice, mixture control lever, mixture control valve plate, center body and regulator, and venturi were inspected with no anomalies noted. The flow divider and fuel nozzles tested within manufacturer specifications at all points. The 1501 weather observation at Culpeper Airport (CJR), located approximately 31 nautical miles east of the accident site, included winds from 230 degrees at 4 knots, 10 statute miles visibility, clear skies, temperature 28 degrees C, dew point 16 degrees C, and an altimeter setting of 30.04 inches of mercury.