Arcola, TX, USA
N800KA
Piper PA-28-161
According to the pilot, there were no mechanical anomalies noted as he completed his preflight inspection or during cruise flight. However, the airplane experienced a sudden loss of engine power during the turn from the downwind leg to the base leg in the traffic pattern at the intended destination. The engine did not respond to throttle movements, and the application of carburetor heat did not improve engine performance. The pilot reported that there was insufficient altitude remaining to safely glide to the runway, and, as such, he performed a forced landing in a nearby drainage ditch. The nose landing gear collapsed during the landing. A postaccident examination revealed no preimpact mechanical malfunctions or anomalies that would have precluded normal engine operation. The carburetor heat cockpit control was found in the ON position, and its movement confirmed continuity to the heat-box assembly. Although a carburetor-icing probability chart indicated that there was a serious risk of carburetor ice accumulation while operating at reduced engine power settings, such as during traffic pattern operations, the postaccident investigation could not determine if carburetor ice contributed to the loss of engine power.
On March 30, 2012, at 1820 central daylight time, a Piper PA-28-161 airplane, N800KA, was substantially damaged during a forced landing near Houston Southwest Airport (KAXH), Arcola, Texas. The student pilot sustained minor injuries. The airplane was registered to a private individual and operated by Bay Area Aero Club, under the provisions of 14 Code of Federal Regulations Part 91 without a flight plan. Day visual meteorological conditions prevailed for the solo-instructional flight that departed Pearland Regional Airport (KLVJ), Pearland, Texas, about 1803 with KAXH as the intended destination. The pilot reported that no mechanical anomalies were noted during his preflight inspection and that the 40-gallons of fuel on board were evenly distributed between the two wing tanks. Additionally, there were no anomalies with engine operation during the before-takeoff engine check, takeoff, or cruise flight phases. As the airplane approached KAXH, he obtained the current weather conditions before entering the traffic pattern for runway 9 (5,003 feet by 100 feet, asphalt) on a left downwind. As he turned from downwind to base, about 850 feet above the ground, the airplane experienced a sudden loss of engine power. The engine did not respond to throttle movements and the application of carburetor heat did not improve engine performance. The propeller continued to windmill, which resulted in an engine speed of about 800 rpm. The pilot reported that there was insufficient altitude remaining to safely glide to the runway, and as such, he performed a forced landing in a nearby drainage ditch. The nose landing gear collapsed during the landing. The airplane came to rest on a southerly heading about 1 mile from the runway 9 threshold. The lower fuselage and left wing were substantially damaged during the forced landing. The engine, a Lycoming model O-320-D3G, serial number L-33685-27A, had accumulated 898 hours since its last major overhaul. On April 19, 2012, a postaccident examination was completed by an investigator with the National Transportation Safety Board. The examination confirmed internal engine and valve train continuity as the engine crankshaft was rotated. Compression and suction were noted on all cylinders in conjunction with crankshaft rotation. The magnetos were adequately secured to the accessory section and were properly timed to the engine. The left magneto impulse coupling provided spark as the engine crankshaft was rotated. The right magneto, which was not equipped with an impulse coupling, functioned properly when bench-tested. The upper spark plugs were removed and exhibited features consistent with normal engine operation. There were no obstructions of the flexible induction tubing from the air filter housing to the carburetor. Mechanical continuity was confirmed from the cockpit engine controls to their respective engine components. The carburetor heat cockpit control was found in the ON position. The movement of the carburetor heat control confirmed continuity to the heat-box assembly. The auxiliary fuel pump functioned when electric power was applied. The postaccident examination revealed no preimpact mechanical malfunctions or anomalies that would have precluded normal engine operation. At 1815, the airport's automated surface observing system reported the following weather conditions: wind 160 degrees at 6 knots; visibility 10 miles; temperature 25 degrees Celsius; dew point 21 degrees Celsius; altimeter setting 29.80 inches of mercury. The sky condition was not reported. The carburetor icing probability chart included in Federal Aviation Administration Special Airworthiness Information Bulletin No. CE-09-35, Carburetor Icing Prevention, indicated that there was a serious risk of carburetor ice accumulation while at reduced (glide/idle) power settings.
A total loss of engine power during landing approach for reasons that could not be determined because postaccident examination of the airframe and engine did not reveal any anomalies that would have precluded normal operation.
Source: NTSB Aviation Accident Database
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