Lomita, CA, USA
N3091M
Piper PA-28-161
During climb out from an aborted precautionary landing after a partial loss of power, the pilot stalled the airplane and descended until impacting power lines, trees, and the ground. According to the pilot, prior to initiating the planned round-robin flight he had experienced a left magneto problem during the engine run-up procedure at the Whiteman Airport in Los Angeles. The pilot stated that he had "cleared the problem during the run-up..." and his takeoff from Whiteman was normal. No evidence of any engine problem was encountered during the flight to Torrance, whereupon the pilot landed without incident. However, the pilot reported to the local air traffic controller during his subsequent departure (initial climb) that he would like to turn around and land in the opposite direction to the departure runway. The pilot broadcast to the controller that he has "...got a little engine trouble here." The pilot reported that during the climb to about 700 feet above ground level, only partial engine power was attained. The controller responded by clearing the pilot to land on any runway and provided the local wind condition. Thereafter, the pilot reversed course. With a 10-knot tailwind, the pilot misjudged his downwind approach and landing on the mile-long runway. The pilot opined that he touched down too long to decelerate on the remaining available runway, so he responded by applying engine power to take off again. With extended wing flaps, the airplane became airborne. The pilot lost control of the airplane while he again reversed course to return to the airport. The airplane's stall warning horn activated, and the airplane buffeted and crashed while in an uncontrolled descent. During the subsequent engine examination, no evidence of any mechanical malfunction was found. At the time of the accident the Torrance airport METAR was reporting a temperature of 26 degrees Centigrade and dew point 21 degrees. With reference to a carburetor icing probability chart, the temperature and dew point falls into an area of the chart labeled moderate icing in cruise power or serious icing at glide power.
HISTORY OF FLIGHT On July 20, 2003, about 1649 Pacific daylight time, a Piper PA-28-161, N3091M, owned by a private individual, experienced a partial loss of engine power during initial climb from the Zamperini Field, Torrance, California. While the pilot was maneuvering during the attempted precautionary landing back at the airport, the airplane stalled and collided with objects and the ground near Lomita, California. The airplane came to rest inverted and was destroyed. The private pilot received minor injuries. Visual meteorological conditions prevailed during the personal flight, and no flight plan was filed. The flight was performed under the provisions of 14 CFR Part 91. The round-robin flight commenced from the Whiteman Airport in Los Angeles, about 1600. The pilot indicated to the National Transportation Safety Board investigator that he intended to fly to Torrance and then to Compton, before returning to Whiteman. No mechanical malfunctions were experienced during the en route flight to Torrance, whereupon the pilot landed without incident about 1637. After taxiing back for departure, at 1644:56, the pilot was cleared for takeoff on runway 29R. In the pilot's completed "Aircraft Accident Report," he indicated the airplane's takeoff roll was normal until approximately the time that he accelerated to the Vr speed (an unspecified airspeed for rotation). According to the pilot, at this speed he "...noted a seeming reduction in available (engine) power." The pilot reported that he scanned the engine instruments and found nothing abnormal, so he began climbing at Vy (the best rate of climb airspeed). The pilot reported that despite the mixture control being in the full rich position and the throttle being fully open, he found that the airplane was climbing with reduced engine power. The right wing fuel tank had been selected, and the tank contained at least 22 usable gallons of fuel. Also, the auxiliary fuel pump was on. According to the pilot, during the takeoff the engine power was lower than usual, being approximately 2,000 rpm at full throttle. Upon climbing to about 800 feet mean sea level, at 1647:03, the pilot advised the local air traffic controller that he "...would like to turn around and land ah I've got a little engine trouble here." At 1647:08, the controller responded by clearing the pilot to land on any runway. Also, the pilot was advised that the wind was from 300 degrees, at 13 knots. The pilot acknowledged the information and advised the controller that he was going to head for runway 11L (and land with a tailwind). According to the pilot, he did not want to risk an engine-out event while flying over the city, so he felt it was best to land as quickly as possible. The pilot intended to execute a teardrop course reversal maneuver and land. After reversing course, the pilot noted that he was high and close to the runway. He attempted to rapidly descend, but was high and his speed was faster than anticipated. At 1648:02, the controller advised the pilot that the wind was from 310 degrees at 10 knots. The pilot responded and stated "niner one mike." According to the pilot, after touching down on runway 11L, he believed that the airplane was not going to be able to stop before overrunning the runway's end. Therefore, he "...opened the throttle fully and trimmed for takeoff...." At 1648:45, the pilot advised the controller that "...we gotta go around...." The pilot indicated that as he initiated the touch-and-go, "...there was even less power available than there had been only moments (earlier and)...climb performance was next to nil." The airplane became airborne, and upon attaining a "climb attitude" the pilot "released one notch (of flaps)." As the pilot was reversing course to attempt another landing, the airplane's stall warning horn activated. Thereafter, the airplane buffeted, stalled and, in an uncontrolled descent, collided with power lines, trees and the ground. TESTS AND RESEARCH Under the direction of the Safety Board investigator, the Federal Aviation Administration (FAA) coordinator oversaw the airplane engine and accessory examination with the assistance of the Lycoming Engine participant. In pertinent part, the engine participant reported that the propeller was found with leading edge gouges, the throttle/mixture controls were securely attached at their respective control arms and the controls' continuity to the cockpit was confirmed. Fuel was observed in fuel lines, the fuel pump, and carburetor. No contaminates were observed in the carburetor, and the float assembly appeared undamaged. No obstructions were noted to the air induction and exhaust system components. The spark plug electrodes displayed coloration consistent with normal operation. Spark was observed upon rotation of both magnetos. The oil suction screen was uncontaminated. The engine participant additionally reported that the crankshaft was rotated and compression was noted in all cylinders. The complete valve train was observed to operate in proper order, and no evidence of any pre-mishap mechanical malfunction was found. (See the Lycoming Engine participant report for additional details.) The FAA coordinator reported that he interviewed the pilot. The pilot stated that he had experienced a left magneto problem during his run-up at Whiteman. However, the pilot had "cleared the problem during the run-up...." The takeoff from Whiteman was normal. AIRPORT INFORMATION Runway 11L/29R is 5,001 feet long by 150 feet wide. The airport elevation is 103 feet mean sea level. METEOROLOGICAL INFORMATION At 1648:02, the local air traffic controller informed the pilot that the surface wind was from 310 degrees at 10 knots. At 1650, the reported weather at Torrance was, in pertinent part, wind from 300 degrees at 11 knots; 10 statute miles visibility, few clouds at 1,300 feet above ground level; temperature 26 degrees Centigrade; and dew point 21 degrees. With reference to a carburetor icing probability chart, the temperature and dew point falls into an area of the chart labeled moderate icing in cruise power or serious icing at glide power. ADDITIONAL INFORMATION The wreckage was released to the owner's assigned insurance adjuster on September 4, 2003.
The partial loss of engine power due to carburetor icing and the pilot's failure to use carburetor heat. Also causal was the pilot's failure to attain and maintain an adequate airspeed during the aborted landing, which resulted in a stall/mush.
Source: NTSB Aviation Accident Database
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