ERA25LA016

The pilot was conducting a personal cross-country flight. The preflight inspection, engine runup, and takeoff were all normal; however, during the initial climb, just after flap retraction, there was an engine stutter and power reduction followed by “sputtering.” The pilot struggled to climb and achieved a maximum altitude of about300 ft above ground level (agl). The pilot performed the engine failure checklist and attempted to troubleshoot but was unsuccessful in restoring engine power. As the stall warning horn sounded, he pushed the nose over and attempted a forced landing on a nearby agricultural field. During the landing flare, the airplane’s left wing impacted a hay bale and the airplane veered to the left and rolled down a sloped portion of the field. It then traveled down an embankment, crossed a road, and impacted telephone pole guy wires, separating the left wing before coming to rest. Postaccident examination revealed no evidence of mechanical malfunctions or failures with the airplane or engine. A maintenance logbook review did not reveal any repetitive or anomalous activity that would result in a loss of engine power. Based on the reported weather conditions at the time of the partial power loss, the airplane was operating in conditions conducive to the formation of serious carburetor icing at glide power and on the boundary of icing at glide and cruise power. Based on this information, it is likely that carburetor icing formed during the 8-minute engine start and taxi before takeoff and the carburetor icing check before takeoff was likely insufficient to melt the ice formed within the carburetor. The pilot reported that he applied carburetor heat after the loss of power, but it was likely insufficient to melt the ice during the short flight.

On October 16, 2024, at 1111eastern daylight time, a Piper PA-28-151, N41370, was substantially damaged when it was involved in an accident near Newnan, Georgia. The private pilot and passenger were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot reported that the accident flight was the airplane’s first flight since an annual inspection that was performed 5 days prior. He was intending to fly from Newnan Coweta County Airport (CCO), Atlanta, Georgia, to Isbell Field Airport (4A9), Fort Payne, Alabama. According to the pilot, there was 35 gallons of fuel on board. The preflight inspection, engine runup, and takeoff were all normal; however, during the initial climb, just after flap retraction, there was an engine stutter and power reduction followed by “sputtering.” The pilot performed the engine failure checklist and attempted to troubleshoot as the airplane climbed, which included the application of carburetor heat, but he was unsuccessful in restoring engine power. As the airplane reached about 1,300 ft msl it was no longer climbing and the stall warning horn sounded. The pilot pushed the nose over and attempted a forced landing in a nearby agricultural field that contained hay bales. The pilot lowered the flaps to slow the airplane and attempted to land but the airplane’s left wing struck a bale as it touched down; it then veered to the left and rolled down a sloped portion of the field. The pilot reported he was “carrying too much speed to stop,” and the airplane subsequently went down an embankment, crossed a road, and impacted telephone pole guy wires before coming to rest. The airplane’s left wing separated at the wing root and there was buckling on the underside of the fuselage. ADS-B data showed that the airplane departed runway 33 at CCO, then climbed and proceeded on a track of about 314° for about 1/2 nautical mile as it reached a maximum altitude of about 300 ft agl. The airplane then turned north briefly before turning right on a track of about 097° as it lined up on a short final approach to the field. Postaccident examination of the airplane’s engine revealed that it was undamaged. The spark plugs were normal in color and wear, consistent with a Champion Spark Plug chart. Internal engine continuity and compression were verified across all cylinders by turning the crankshaft 720°, during which the magneto impulse couplers were heard "clicking." The fuel lines were disconnected and no fuel was present. The gascolator was found to be clean and free of debris. The electric fuel pump was inspected with no anomalies observed; the fuel selector was also checked with no issues noted. The carburetor was examined and no blockages were found in the induction system. The oil level was within the normal fill range. A review of the airplane’s maintenance records going back 36 months revealed that the most recent 100 hr inspection occurred on October 11, 2024, at a tach timeof 3,865.9 hours (5 days before the accident flight.) Several discrepancies were noted, including leaking valve covers, a left fuel line that needed repositioning, and an alternator that needed new brushes, all of which were repaired and signed off as airworthy. The engine was run with no discrepancies noted. The previous inspection was completed on October 4, 2023, at a tach time of 3,816.5 hours; fuel lines were removed and replaced, fuel tank and quantity probe gaskets were installed, and the engine compression was normal. A gascolator was installed on October 9, 2023, at 3,817.1 hours and no leaks were noted. Oil and filter changes over the 36 months were performed. There were no logbook entries that suggested a previous loss of engine power. According to the FAAs CE-09-35 Carb Icing Chart, Weather conditions at the time of the accident were conducive to the formation of carburetor icing at the glide power setting and was on the boundary of icing at the glide and cruise power settings. At 1115, CCO reported visibility at 10 statute miles, no clouds, temperature 54°F, dew point 32°F, and an altimeter setting of 30.32 inches of mercury (inHg). The calculated relative humidity based on these conditions was 43%. The pilot started his engine and began his taxi out about 1101 and began his takeoff about 1109. According to FAA Advisory Circular 20-113, "To prevent accident due to induction system icing, the pilot should regularly use [carburetor] heat under conditions known to be conducive to atmospheric icing and be alert at all times for indications of icing in the fuel system." The circular recommended that when operating in conditions where the relative humidity is greater than 50 percent, "…apply carburetor heat briefly immediately before takeoff, particularly with float type carburetors, to remove any ice which may have been accumulated during taxi and runup." It also stated, "Remain alert for indications of induction system icing during takeoff and climb-out, especially when the relative humidity is above 50 percent, or when visible moisture is present in the atmosphere."