# NTSB ERA24LA380: Piper PA32, N6FT, Baltimore, MD, September 14, 2024 - Type: NTSB accident investigation - Classification: Accident · No injuries · Class 3 · Limited · Final report - Date: September 14, 2024, 14:05 local (18:05 UTC) - Place: Baltimore, MD - Coordinates: 39.174461, -76.652652 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=39.1745&lon=-76.6527&mi=10 - Phase of flight: [Takeoff](https://openairdocs.org/ntsb-phases/300) (OpenAirDocs' grouping) - Defining event: [Takeoff: Powerplant sys/comp malf/fail](https://openairdocs.org/ntsb-events/340) - Highest injury: No injuries - Injuries: 3 uninjured - Status: Completed, report September 17, 2026 - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 195125 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA24LA380 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/195125/pdf - Page: https://openairdocs.org/ntsb/ERA24LA380 ## Probable cause The undetected worn internal parts of the on-condition carburetor, which restricted movement of the float, resulting in fuel starvation. Contributing to the severity of the accident was the pilot’s delayed reduction of the throttle when performing a forced landing, causing a second climb and subsequent fuel starvation event, resulting in a second forced landing. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Engine fuel and control: fuel control/carburetor](https://openairdocs.org/ntsb-findings/01057322): Aircraft › Aircraft power plant · Damaged/degraded (probable cause); cases with it: [Piper PA-32-260, 3 cases](https://openairdocs.org/ntsb-findings/01057322/cases.md?model=7103206), [All aircraft, 195 cases](https://openairdocs.org/ntsb-findings/01057322/cases.md) - [Engine controls: power lever](https://openairdocs.org/ntsb-findings/01057603): Aircraft › Aircraft power plant · Unknown/Not determined (probable cause); cases with it: [Piper PA-32-260, 1 case](https://openairdocs.org/ntsb-findings/01057603/cases.md?model=7103206), [All aircraft, 95 cases](https://openairdocs.org/ntsb-findings/01057603/cases.md) - [Action: delayed action](https://openairdocs.org/ntsb-findings/02041025): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Piper PA-32-260, 3 cases](https://openairdocs.org/ntsb-findings/02041025/cases.md?model=7103206), [All aircraft, 894 cases](https://openairdocs.org/ntsb-findings/02041025/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Takeoff: Powerplant sys/comp malf/fail](https://openairdocs.org/ntsb-events/340) (defining event); cases with it: [Piper PA-32-260, 2 cases](https://openairdocs.org/ntsb-events/340/sequence.md?model=7103206), [All aircraft, 820 cases](https://openairdocs.org/ntsb-events/340/sequence.md) - [Takeoff: Fuel starvation](https://openairdocs.org/ntsb-events/191); cases with it: [Piper PA-32-260, 10 cases](https://openairdocs.org/ntsb-events/191/sequence.md?model=7103206), [All aircraft, 733 cases](https://openairdocs.org/ntsb-events/191/sequence.md) - [Emergency descent: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Piper PA-32-260, 19 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=7103206), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Landing-landing roll: Runway excursion](https://openairdocs.org/ntsb-events/300); cases with it: [Piper PA-32-260, 11 cases](https://openairdocs.org/ntsb-events/300/sequence.md?model=7103206), [All aircraft, 3,643 cases](https://openairdocs.org/ntsb-events/300/sequence.md) ## Analysis The pilot had flown the airplane on two separate uneventful flights earlier that day and was departing on another flight around the airport traffic pattern with two passengers when the engine lost power during takeoff. The pilot landed fast on the remaining portion of the runway. With the throttle still applied, engine power resumed, causing the airplane to become airborne again. The engine then lost power again when the airplane was beyond the departure end of the runway, causing the pilot to land on grass. The airplane then rolled along terrain before coming to rest adjacent to a building on the airport property, with substantial damage to the airplane’s right wing. Postaccident examination of the engine, engine controls including carburetor heat, fuel supply, fuel vent, air induction, exhaust, and ignition systems revealed no evidence of preimpact failure or malfunction that would have precluded normal operation. Although operational testing of the carburetor revealed no discrepancies with the accelerator pump, mixture control, or performance of the main circuit, subsequent testing revealed restriction of the float caused by the float pontoons contacting the interior walls of the test bowl. Further, the float hinge was worn 0.002 inches beyond specified limits. Although the carburetor had been in service for more than 43 years, it was considered an on-condition item for Part 91 operators and, as such, was not subject to a set overhaul period based on calendar or operational time. Based on the results of the postaccident examination, the carburetor’s undetected worn internal parts likely restricted movement of the float, preventing fuel from entering the float bowl as fuel was consumed during takeoff, which resulted in fuel starvation. Additionally, had the pilot reduced throttle when performing the first forced landing on the remaining portion of the runway, the flight duration would have been shortened, lessening the chance for airplane damage. ## Factual narrative On September 14, 2024, about 1405 eastern daylight time, a Piper PA-32-260 airplane, N6FT, was substantially damaged when it was involved in an accident near Baltimore, Maryland. The commercial pilot and two passengers were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot stated that earlier that day he had flown the airplane on two uneventful flights. The accident flight was intended to fly two passengers around the airport traffic pattern for about 10 minutes. After starting the engine, he taxied the airplane to runway 15L and waited about 10 to 15 minutes while in line to depart. After being cleared for takeoff, with the fuel selector positioned to the left main fuel tank and the auxiliary fuel pump on, he applied full power and the engine responded. He rotated at 80 mph halfway down the 5,000-ft-long runway. He reported the takeoff roll distance was a little longer than normal, but he attributed that to the ambient temperature (about 82° F) and because the airplane was a little heavier than normal. He accelerated to between 110 and 115 mph, but when the airplane was about 200 ft above the runway, the engine lost total power. He pushed the elevator control forward and touched down far along the runway at a fast airspeed. He reported that he believed the throttle was still fully forward. The engine regained power and the airplane rotated again and continued past the end of the runway before the engine stopped again. He then pushed the elevator forward and touched down on grass on airport property, avoiding obstacles, before the airplane crested a hill and then came to rest adjacent to a building on airport property. Examination of the airplane at the accident site by an FAA inspector revealed the right wing was substantially damaged and the right main fuel tank was breached, but the left was not. No contaminants were noted in the left main fuel tank. Examination of the engine by an FAA airworthiness inspector revealed no evidence of preimpact failure or malfunction of the engine, engine controls including carburetor heat, fuel supply, fuel vent, air induction, exhaust, or ignition system including the magnetos, which tested satisfactory. Although the FAA inspector reported he was unable to remove the carburetor bowl drain plug, the carburetor bowl was later examined and did not contain any fuel, but some black specs exited the inlet opening. The carburetor was retained for further examination. Operational testing of the carburetor with NTSB oversight revealed no anomalies to the accelerator pump, mixture control, or performance of the main circuit. Disassembly of the carburetor revealed no abrasions on the interior of the float bowl from the brown foam-type float. Installation of a cutaway test bowl revealed that, during hand actuation of the float, the pontoons of the float contacted the interior walls of the test bowl. Further disassembly of the carburetor revealed that thefloat hinge was worn 0.002 inches beyond its specified limits. Review of the maintenance records revealed that a “zero time” carburetor was installed when the overhauled engine was installed into the airplane on April 26, 1981. On September 12, 1996, the carburetor fuel bowl gasket was replaced. No other maintenance record entries regarding the carburetor were provided by the airplane owner. Service Bulletin MSA-3, issued by the carburetor manufacturer and revised on November 18, 1991, included a time between overhaul (TBO) that was the same as the TBO specified by the engine manufacturer for the engine on which the carburetor was installed or 10 years since placed in service or last overhauled, whichever occurs first. For Part 91 operators, the carburetor is considered an on-condition item, with no set overhaul period based on calendar or operational time. The checklist for Engine Power Loss During Takeoff in the Pilot’s Operating Manual states, “If sufficient runway remains for a normal landing, land straight ahead.” The manual does not specify in that instance to reduce throttle to idle to prevent power application at an inopportune time. ## Aircraft - Registration: [N6FT](https://openairdocs.org/aircraft/N6FT), registered now, S/N 32-336, built 1966 (OpenAirDocs) - Reported make and model: PIPER PA32 (260) - Registry model: [Piper PA-32-260](https://openairdocs.org/model/piper-pa-32-260) (registry code 7103206) (OpenAirDocs) - Registry engine: [Lycoming 0-540 series](https://openairdocs.org/engine/lycoming-0-540-series) (registry code 41532, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 32-336 - Year built: 1966 - Airframe hours: 4878 - Engines: Lycoming O-540-E4B5 260 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, July 1, 2024, 6 hours before - Airport: BWI, Baltimore/Washington Int'l Thurgood, runway 15L, 5,000 × 100 ft, asphalt - Equipment: Handheld GPS, Electronic flight bag or handheld device, ADS-B, Stall warning system ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 80; injuries: none; commercial, flight instructor; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: basicmed, without waivers/limitations; last flight review October 9, 2022; seat: left; restraint: 3-point; flight hours: 5,000 total, 600 in this make and model, 4,000 as pilot in command, 12 in the last 90 days, 7 in the last 30 days, 2 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 50° at 11 knots - Visibility: 10 statute miles - Lowest ceiling: 25,000 ft broken - Temperature: 82 °F, dew point 61 °F - Altimeter: 30.21 inHg - Turbulence: Unknown - Observed at: KBWI, 0.77 nm away - METAR: KBWI 141754Z 05011KT 10SM FEW045 BKN250 28/16 A3021 RMK AO2 SLP228 T02830156 10283 20183 58010 $ ## 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 20240914015959A](https://openairdocs.org/incident/20240914015959A), Sep 14, 2024: Piper PA-32-260, Glen Burnie, MD, Substantial damage. On September 14 2024 the pilot attempted a takeoff at bwi rwy 15L. After rotation at approximately 200 ft the engine lost power. The pilot was able to start… 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.