WPR20LA121

During a daytime visual flight rules cross-country flight, the pilot landed at an intermediate stop. He reported that, during landing, the “engine stopped,” which he assumed was due to the high-density altitude. The pilot restarted the engine, taxied to parking, and refueled the airplane. He did not report doing any troubleshooting to determine why the engine quit during landing. The pilot subsequently departed the airport and was conducting “S-turn climbs” to avoid terrain. The pilot reported that, as the airplane was about 11,000 ft mean sea level, the engine sputtered. The pilot advanced throttle, mixture, and propeller controls forward. Recorded engine data showed normal operational signatures, and an increase in fuel flow, manifold pressure, and engine rpm, consistent with the pilot’s action of advancing the engine controls. The pilot stated he turned to the right to avoid terrain and the stall warning activated during the turn. In response, he lowered the nose and decided to land in an area of snow-covered mountainous terrain, which resulted in substantial damage to the wings. Postaccident examination of the recovered airframe and engine revealed no evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation. Engine data showed the engine operated normally throughout the flight and there were no anomalies prior to the data ending that would indicate the engine “sputtered” as reported by the pilot.

On April 10, 2020, about 1332 mountain daylight time, a Piper PA-32RT-300T airplane, N2112A, was substantially damaged when it was involved in an accident near Angostura, New Mexico. The pilot sustained minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot reported that prior to the accident flight, he landed at the Los Alamos Airport (LAM), Los Alamos, New Mexico. During the landing roll, the “engine stopped” and he “presumed at the time, it was due to the 8,500 [ft] density altitude.” The pilot restarted the engine and taxied to the refueling area. After refueling the airplane, the pilot departed LAM for Kansas City, Missouri, which was northeast of LAM. About 20 to 25 minutes after departure, he was conducting “S-turn climbs” to avoid terrain. As the airplane was about 11,000 ft mean sea level, the engine sputtered. The pilot advanced throttle, mixture, and propeller controls forward, and turned the airplane to the right to avoid terrain. The pilot stated the stall warning activated during the turn. In response, he lowered the nose and decided to land in an area of snow-covered mountainous terrain. The airplane came to rest at an elevation of about 12,100 ft and about 45 miles northeast of LAM. A photograph of the airplane taken by the pilot revealed that the left and right wings were separated and structurally damaged. Examination of the recovered airframe and engine revealed no evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation. Recorded engine data captured the accident flight. The data showed that all recorded parameters were consistent with normal operation throughout the flight until about a unit time of 1847:06, fuel flow, manifold pressure, and engine RPM increased from about 20 gallons per hour (GPH), 25.6 inches, and 2,393 rpm, to about 31 GPH, 32.7 inches, and 2,531 rpm respectively. At a unit time of 1847:54, fuel flow, manifold pressure, and engine RPM further increased to 36.5 GPH, 36.3 inches, and 2,696 rpm, followed by a decrease that is consistent with the engine losing power or shut down normally, as seen in figure 1. Figure 1: Portion of recorded engine data (last 1 minute, 5 seconds)