FTW00LA022

During the preflight inspection, the pilot drained '1/2 inch of water' from the fuel strainer. He continued sumping fuel until water was no longer present and then departed from runway 36. He turned crosswind at 500 feet agl, reduced the throttle to 25 inches of manifold pressure, and the engine began to 'run rough.' The pilot banked the airplane toward the airport, and while descending through 700 feet agl, the engine lost total power. During the ensuing forced landing, the airplane impacted pine trees and a fence and came to rest upright 1/2 mile north of the airport. An examination of the fuel system by an NTSB investigator revealed that the electric fuel pump contained corrosion (in the form of a white residue). Corrosion was also noted around the airframe fuel strainer attach point and within the fuel control servo. Furthermore, three tablespoons of water were drained from within the fuel servo.

On October 30, 1999, at 1218 central daylight time, Piper PA-28R-200 airplane, N2654T, was substantially damaged when it impacted terrain during a forced landing after takeoff from the George R. Carr Memorial Air Field Airport, Bogalusa, Louisiana. The airplane was registered to and operated by the non-instrument rated private pilot, sole occupant, who was not injured. Visual meteorological conditions prevailed for the 14 Code of Federal Regulations Part 91 personal flight and a flight plan was not filed. The flight was originating at the time of the accident and was destined for the New Orleans/Moisant Field Airport, New Orleans, Louisiana.

According to the pilot, the airplane was fueled with 31 gallons of 100LL aviation fuel on the afternoon of October 29, 1999, and remained on the ramp until the flight the next afternoon (the accident flight). During the preflight examination, on October 30, 1999, he drained approximately "1/2 inch of water" from the fuel strainer. He stated that he continued sumping the fuel until water was no longer present. The airplane then departed from runway 36 and the initial climb was at a "normal rate." He began the turn to crosswind at 500 feet agl, reduced the throttle to 25 inches of manifold pressure, and the engine began to "run rough." The pilot initiated a 180 degree turn toward the airport, and the engine started "missing." Upon completion of the 180 degree turn, while descending through 700 feet agl on final approach for runway 18, the engine lost total power. The pilot switched fuel tanks and verified that the electric fuel pump was "on", while attempting to re-start the engine. Attempts to re-start the engine were unsuccessful. Subsequently, the airplane impacted pine trees and terrain short of the runway. The FAA inspector, who examined the accident site, reported that the airplane came to rest 1/2 mile north-northwest of the airport. He stated that the right wing separated from the airframe at the wing root, and the left wing separated from the airframe approximately 2/3 inboard from the wing tip.

On October 29, 1999, and October 30, 1999, the weather observation facility at the Slidell Airport, Slidell, Louisiana, (located 28 miles south of the accident site) reported fog, mist, and rain during the time that the airplane was on the ground at the George R. Carr Memorial Air Field.

On November 30, 1999, the 200-horsepower Lycoming IO-360-C1C engine was examined and test run at Air Salvage of Dallas, Lancaster, Texas, under supervision of an NTSB investigator. The propeller was replaced and the engine was started. The engine operated within manufacturer's specifications at IDLE power settings. When the throttle was advanced to the FULL throttle position, the rpm gauge indicated 1500 and the manifold pressure indicated 27 inches. The timing of the magnetos was within the manufacturer's specifications and the spark plugs produced a spark when bench tested. The engine driven fuel pump and electric fuel pump were disassembled and corrosion (in the form a white residue) was observed within the electric fuel pump. Corrosion was also observed around the attaching point for the airframe fuel strainer.

The Precision fuel control servo (model # RSA-5AD1) and fuel flow divider (part # 25224450-9) were removed and examined, under supervision of an NTSB investigator, at J&G Aero Carburetor Inc., Dallas, Texas. The servo thread, which controls the fuel/air ratio, was set to manufacturer's specifications. Corrosion (in the form of a white residue) was present around the fuel strainer, the mixture control assembly, the idle valve, and fuel diaphragm. Additionally, three tablespoons of water was drained from within the fuel servo assembly.

The airframe and engine underwent their most recent annual and 100 hour inspections, respectively, on September 2, 1999. At the time of the accident, the airframe had accumulated a total of 2027.8 hours and the engine had accumulated a total of 215 hours since overhaul.