WASHINGTON, NC, USA
N28235
Piper PA-28-210T
The pilot was on initial takeoff climb when the airplane experienced a total loss of engine power. The pilot maneuvered the airplane to the only available forced landing area and collided with tress and terrain. Examination of the engine assembly and accessories revealed no evidence of a precrash mechanical failure or malfunction.
On January 30, 1999, about 1100 eastern standard time, a Piper PA-28-210T, N28235, registered to a private owner, operating as a 14 CFR Part 91 personal flight, crashed on takeoff at Warren Field, Washington, North Carolina. Visual meteorological conditions prevailed and no flight plan was filed. The airplane sustained substantial damage. The commercial pilot sustained serious injuries. The flight was originating at the time of the accident. Witnesses stated the airplane was observed to depart from runway 35. The airplane became airborne between 1,500 feet to 2,000 feet down the runway. The airplane assumed a climb attitude and a decrease in engine power was heard. The nose of the airplane was observed to be lowered and engine power was heard to increase, and then decreased again. The airplane was observed to start a steep turn to the left towards runway 23. The left wing tip collided with the ground and the airplane crashed. The pilot stated in the NTSB Pilot/Operator Report that "this was a local flight to exercise plane, pilot and engine....While in normal climb, engine stopped approximately at or just beyond intersection of runway 230. Made judgement that not enough space to enable emergency landing straight ahead without hitting trees at the end of runway 350. Thus made successful steep turn back to 230 or possible circle to rwy 110, but not enough altitude to clear trees parallel to 230. Apparently wing struck tree or cleared that tree line and plane went down in the airport maintained open area immediately adjacent to the tree line." Examination of the airframe, flight control assembly, and engine assembly and accessories by the FAA revealed no evidence of a precrash mechanical failure or malfunction. The aircraft wreckage was released to the registered owner by the FAA on January 31, 1999. The registered owner stated in a subsequent letter to the NTSB dated March 12, 1999, that he removed the fuel pump from the airplane on February 21, 1999, and forwarded the component to Consolidated Fuel Systems, Inc., Montgomery, Alabama, for further testing. Neither the FAA nor the NTSB was aware of this action. The Consolidated Fuel Systems, Inc., report dated March 7, 1999, pertaining to the functional test of the Continental Fuel Pump P/N: 639508-2, S/N: G167929B was reviewed by the NTSB and Teledyne Continental Motors. Consolidated Fuel Systems, Inc., stated, "The following data was collected using a Western Skyways Flow Bench with a Naptha 810 test fluid and flow tubes calibrated for a specific gravity of 0.780, Visc. 1.13 CTKS. Calibration procedures were derived from the most current TCM Fuel Injection Overhaul Manual X30593A. The applicable test specification -19 found on 73-70-09 was used as a standard for testing the pump." TCM Overhaul And Parts Catalog For Fuel Injection Systems Form X30593A, May 1987, states in section 73-00-02 Special Equipment Required on page 73-00-06: "A. Test Calibration equipment used in conjunction with this publication must be in accordance with the schematics in the Calibration Section (73-70-00). Any deviation in the relationship of details as specified will result in false gauge readings. A gauge accuracy of +/- 5% is required. Although test stand 630045-12 is no longer referenced in this manual, it is still approved for use in calibration of TCM fuel injection systems. It must, of course be set up in accordance with the appropriate schematic, and the gauges maintained within the prescribed limits. B. Test fluid used in all calibration tests must be MIL-F-7024, Type II. The temperature range must be 68 degrees F. to 78 degrees F." Teledyne Continental Motors stated the following in a letter to the NTSB dated March 16,1999. "The fluid used in the test at Consolidated Fuel systems did not meet this specification and therefore the numbers are not valid. Flow at 2575 RPM at 44-45 inches turbo discharge (line 2 in chart) is in error and should be 122lbs./hour. I called Mr. Minnis, Consolidated Fuel Systems, VP of Engineering and he confirmed the "22" was in error and should be 122. He also stated that if 122 were the correct number that the engine would be capable of producing power. The fact the pump was re-calibrated by a simple adjustment of the aneroid indicates the "22" flow was not possible." Review of the engine logbook revealed the annual inspection was conducted on October 19, 1998. "Run-up ck'd normal, no leaks or defects noted." The registered owner stated he returned to the airplane on February 28, 1999, to remove the "fabric" fuel system hoses to determine if they had collapsed after 20 years of service. While removing the main feed hose at the firewall, he discovered the fitting was loose and unscrewed it with his fingers. Teledyne Continental Motors stated in paragraph 6 of their letter, "This statement would indicate the line at the firewall was loose. It is possible that this looseness will cause air to be introduced to the fuel pump and the possibility that the fuel pump may not be able to supply solid fuel downstream to the metering unit and manifold valve."
Loss of engine power for undetermined reasons on initial takeoff climb resulting in a forced landing and in-flight collision with trees and terrain.
Source: NTSB Aviation Accident Database
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