# NTSB ERA09LA494: Piper PA-28R-201, N186CF, Luray, VA, August 26, 2009 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: August 26, 2009, 15:05 local (19:05 UTC) - Place: Luray, VA - Coordinates: 38.666942, -78.500556 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=38.6669&lon=-78.5006&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Defining event: [Initial climb: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report January 7, 2011 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 74637 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA09LA494 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/74637/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=74637 - Page: https://openairdocs.org/ntsb/ERA09LA494 ## Probable cause A total loss of engine power during initial climb for undetermined reasons. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Power plant](https://openairdocs.org/ntsb-findings/01057100): Aircraft › Aircraft power plant · Failure (probable cause); cases with it: [Piper PA-28R-201, 1 case](https://openairdocs.org/ntsb-findings/01057100/cases.md?model=7102816), [All aircraft, 198 cases](https://openairdocs.org/ntsb-findings/01057100/cases.md) - [Not determined](https://openairdocs.org/ntsb-findings/05000000): Not determined › Not determined · Unknown/Not determined (probable cause); cases with it: [Piper PA-28R-201, 5 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=7102816), [All aircraft, 2,247 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Initial climb: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) (defining event); cases with it: [Piper PA-28R-201, 5 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=7102816), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Emergency descent: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Piper PA-28R-201, 4 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=7102816), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Emergency descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Piper PA-28R-201, 8 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=7102816), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis 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. ## Factual narrative 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. ## Aircraft - Registration: [N186CF](https://openairdocs.org/deregistered/N186CF-2012-02-22), registration cancelled 2012-02-22, S/N 2844038, built 2000 (OpenAirDocs) - Reported make and model: PIPER PA-28R-201 - Registry model: [Piper PA-28R-201](https://openairdocs.org/model/piper-pa-28r-201) (registry code 7102816) (OpenAirDocs) - Registry engine: [Lycoming I0360 SER A&C](https://openairdocs.org/engine/lycoming-i0360-ser-a-c) (registry code 41511, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 2844038 - Airframe hours: 6095 - Engines: LYCOMING IO360 SER A&C 200 horsepower reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Operator: Aviation Adventures - Registered owner: Turk Aviation LLC - Last inspection: Annual, July 21, 2009 - Departed: W45, Luray, VA - Destination: JYO, Leesburg, VA - Airport: W45, Luray Caverns Airport, runway 04, 3,125 × 75 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Flight instructor; age 33; injuries: none; commercial, flight instructor; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, without waivers/limitations; last flight review April 2, 2009; seat: right; flight hours: 600 total, 16 in this make and model, 430 as pilot in command, 200 in the last 90 days, 60 in the last 30 days, 4 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 230° at 4 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 82 °F, dew point 61 °F - Altimeter: 30.04 inHg - Observed at: CJR, 19 nm away ## 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 20090826050269A](https://openairdocs.org/incident/20090826050269A), Aug 26, 2009: Piper PA-28R-201, Luray, VA, Substantial damage. After takeoff the flight crew noticed the engine was not producing climb power. The crew spotted a field and landed. During landing impact the aircraft was… ## Docket (8 files) The files NTSB released with the investigation on October 8, 2010, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=74637. 2.3 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1: Left Seat Pilot (item 1, .PDF, 497 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40330383&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1%3A%20Left%20Seat%20Pilot-Redacted.PDF - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1: Right Seat Pilot (item 2, .PDF, 464 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40330384&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1%3A%20Right%20Seat%20Pilot-Redacted.PDF - Memorandum for Record - Telephone Interview, Flight Instructor (item 3, .PDF, 44 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40330401&FileExtension=.PDF&FileName=Memorandum%20for%20Record%20-%20Telephone%20Interview,%20Flight%20Instructor-Redacted.PDF - Photo 1 - Engine Plumbed with Fuel Prior to Test Run (item 4, .PDF, 505 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40331715&FileExtension=.PDF&FileName=Photo%201%20-%20Engine%20Plumbed%20with%20Fuel%20Prior%20to%20Test%20Run-Master.PDF - Photo 2 - Engine Operating During Test Run (item 5, .PDF, 516 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40331716&FileExtension=.PDF&FileName=Photo%202%20-%20Engine%20Operating%20During%20Test%20Run-Master.PDF - Record of Examination - Fuel Servo (item 6, .PDF, 216 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40330387&FileExtension=.PDF&FileName=Record%20of%20Examination%20-%20Fuel%20Servo-Master.PDF - Witness Statement (item 7, .PDF, 57 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40337542&FileExtension=.PDF&FileName=Witness%20Statement-Redacted.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 8, .PDF, 28 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40337297&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.PDF 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.