MIA02LA159

The pilot said that he had trouble getting the engine started before departing on his flight, and that even though the engine was warm he had to prime it about five times to get it started. He said that while in cruise flight at 3,000 feet, all of a sudden the engine ceased operating. He said the airspeed decreased and the propeller kept wind milling, so he verified that he had been operating the airplane obtaining fuel from the right fuel tank, turned on the boost pump, primed the engine, and it started operating again. About 4 or 5 gallons of fuel was in the left tank, but more fuel was in the right tank, and he was about half way between the departure and destination points so he said he decided to continue to his destination. He said he flew for about 20 minutes and while descending to 1,700 feet the engine ceased operating again. He said he attempted to restart it again, but was unsuccessful so he executed a forced landing to a cotton field. During the landing the right wing and right main gear were damaged. The FAA inspector who responded to the accident stated that the pilot told him that during the last annual inspection conducted in March 2002, the fuel filter was found to be partially blocked, and again in July 2002 the fuel filter drain had to be cleaned because the drain hose was also found to be blocked. Postaccident examinations of the airplane were performed by an FAA inspector and a FAA licensed mechanic, and the examinations revealed 16 gallons of fuel in the right tank, and 5 gallons of fuel in the left tank. In addition, debris was found in the fuel boost pump screen and in the carburetor.

On August 27, 2002, about 1520, central daylight time, a Piper PA-24-250, N120S, registered to and operated by a private individual as a Title 14 CFR part 91 personal flight, lost engine power while in cruise flight, and the pilot landed the airplane in a field about 8 miles southwest of Hernando, Mississippi. Visual meteorological conditions prevailed, and no flight plan was filed. The commercial-rated pilot and one passenger were not injured, and the airplane incurred substantial damage. The flight originated from Marks, Mississippi, the same day, about 1300.

The pilot stated that the airplane was in cruise flight at an altitude of about 3,000 feet, and he was operating the engine at 2,300 rpm and 23 inches Hg, with an airspeed of about 140 knots, en route to Hernando, Mississippi, when all of a sudden the engine ceased operating. He said the airspeed decreased and the propeller kept wind milling, so he verified that he had been operating the airplane obtaining fuel from the right fuel tank, turned on the boost pump, primed the engine, and it started operating again. About 4 or 5 gallons of fuel was in the left tank, but more fuel was in the right tank, and he was about half way between the departure and destination points so he said he decided to continue on to his destination. He said he flew for about 20 minutes before the engine ceased operating again, and it happened as he descended to 1,700 feet, approaching the Memphis Class B airspace. At that time he said he was over a lake, so he elected to perform a 180-degree turn and get to a position over land. He said he could not get the engine to operate again so he executed a forced landing to a cotton field, and during the landing the right wing and right main gear were damaged.

The FAA inspector who responded to the accident stated that the pilot told him that the airplane had been difficult to start for the accident flight from Marks, Mississippi, and that the pilot said he had to prime the engine while it was still warm about five times in order to get it started. The inspector also said that the pilot told him that during his airplane's last annual inspection conducted in March 2002 the fuel filter was found to be partially blocked, and again in July 2002 the fuel filter drain had to be cleaned because the drain hose was found to be blocked.

Postaccident examinations of the airplane were performed by an FAA inspector and a FAA licensed mechanic, and the examinations revealed 16 gallons of fuel in the right tank, and 5 gallons in the left tank. In addition, debris was found in the fuel boost pump screen and in the carburetor.