FORT PIERCE, FL, USA
N9185P
Piper PA-28R-201
The pilot stated that when he turned off the electric fuel boost pump after takeoff, the engine lost about 300 rpm. He turned the electric pump back on and the engine regained power. While turning on final approach for landing he lined up with the wrong runway and made a go-around. During the go-around, the engine popped and went to idle power. He was unable to return to the airport and landed in a field. During landing rollout, the nose landing gear collapsed and he hit his head when the shoulder harness did not lock. The airplane received minor damage in the accident and the pilot was hospitalized for a head injury. Postcrash running of the engine showed no evidence of failure or malfunction with the electric boost pump on or off. The pilot's shoulder harness was found stowed after the accident and it locked normally during pull tests. The pilot was under a court order dated June 4, 1998, to not operate aircraft, and was scheduled to surrender to authorities in the State of Connecticut to begin serving a prison sentence on the day of the accident.
On December 20, 2000, about 1025 eastern standard time, a Piper PA-28R-201, N9185P, registered to and operated by Pan Am International Flight Training, crashed while making a forced landing following a reported loss of engine power at Fort Pierce, Florida, while on a 14 CFR Part 91 personal flight. Visual meteorological conditions prevailed at the time and no flight plan was filed. The aircraft received minor damage and the private-rated pilot received serious injuries. The flight originated from St. Lucie County Airport, Fort Pierce, Florida, the same day, about 1018. The pilot stated that prior to takeoff he did an engine run-up. There was a 30-rpm difference in the magneto drops, which he stated was within normal limits, and there was nothing else unusual during the run-up. He planned to takeoff from the St. Lucie County Airport, fly around the pattern for full-stop landing, and then fly to Melbourne, Florida. He took off and while turning crosswind, he turned off the electric fuel pump. He then noticed that then engine had lost about 300 rpm. He turned the electric fuel pump back on noticed everything was within the proper range. He continued the on the downwind leg and was preoccupied by the loss of engine power. He then noticed that he was lined up for runway 27 and not runway 32. He then performed a go-around. He was instructed to turn north and rejoin the pattern. He turned north and had to maneuver around another aircraft that was flying toward him. As he maneuvered around the other airplane, with engine power set to full, the engine popped several times and then went to idle power. He moved the throttle several times with no response from the engine. He notified the control tower and made a 180-degree turn back toward the airport. He could not make the airport and landed in a field. As the airplane was rolling out, the nose gear collapsed, and the shoulder strap did not hold and he hit his head. He then exited the airplane. See pilot statement. Transcripts of communications between the pilot of N9185P and the local controller at the FAA, Fort Pierce Air Traffic Control Tower, showed that the pilot reported in the number one position for takeoff on runway 32 at 1017:01. The local controller cleared the pilot to taxi into position and hold on runway 32 and at 1017:54, cleared the pilot for takeoff and to remain in the traffic pattern for runway 32. At 1021:06, the local controller cleared the pilot to land on runway 32. At 1022:39, the pilot transmitted to the local controller "I've screwed this one up pretty good I,m goin' around." The local controller then asked if he was lining up for runway 27 or runway 32. The pilot responded, "I've got to admit I messed up I was lined up for two seven." The controller then cleared the pilot to turn northbound and then to the southeast to enter downwind for runway 32. At 1023:55, the pilot transmitted "I gotta make an immediate turn around I've got some popping sounds and I'm losing ah engine on this." The controller cleared the pilot to turn back toward the runway of his choice. At 1024:02, the pilot transmitted "all right ah this is not pretty ah stand by." At 1024:30, the pilot transmitted "I'm declaring an emergency." The controller cleared the pilot to land on any available runway. At 1024:41, the pilot transmitted "ah it's not going to be a runway it's going to be in a field here ah I'm gonna arm this oh god help me this is gonna hurt." At 1024:58, an unintelligible transmission was received from the pilot. No further transmissions were received from the pilot. See transcripts of communications. An FAA inspector and a representative of Lycoming Engines performed post-crash examination of the airplane and engine. The pilot's shoulder harness was found stowed in the overhead storage point. The shoulder harness was pulled and the inertia reel operated and locked with no evidence of failure or malfunction. The nose landing gear was collapsed and the lower engine cowling was damaged. There was no structural damage to the airplane. The bent propeller was replaced with a serviceable propeller. The airframe and engine fuel systems were checked and no contamination was found in the fuel. The engine started with no difficulty. The engine was then operated from idle to full power, where 2,300 static rpm was obtained. No evidence of engine failure or malfunction was noted. During a magneto check, the left magneto dropped 90 rpm and the right magneto dropped 250 rpm. Examination showed the No.3 cylinder lower spark plug fired weakly during test. The spark plug was replaced with a serviceable spark plug and the engine was again operated. Both magnetos dropped 90 rpm during this engine run. During this second run-up, the electric fuel boost pump was turned off and no fluctuation in engine power was noted. See FAA inspector statement. The Assistant State Attorney for Connecticut, at Hartford, Connecticut, stated the pilot had been ordered by the State of Connecticut, Superior Court, on June 4, 1998, to surrender his pilot license to the court and to not operate aircraft. This order was still in effect at the time of the accident. The Assistant State Attorney also stated that the pilot was scheduled to surrender to Connecticut authorities in Hartford, Connecticut, on the day of the accident, to begin serving a prison sentence. See record of telephone conversation with Assistant State Attorney and Court Order. FAA airman records show the pilot applied for and was reissued his pilot certificate in December 1998.
The pilot's improper approach for landing while making a landing following a reported momentary partial loss of engine power for undetermined reasons and his decision to make a go-around from the approach resulting in a landing in a field and collapse of the nose landing gear following a reported total loss of engine power for undetermined reasons.
Source: NTSB Aviation Accident Database
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