Alexandria, LA, USA
N7230W
PIPER PA-28-180
The private pilot completed the pre-landing checklist on the downwind leg of the traffic pattern in his single-engine airplane, which included switching the fuel selector to the fullest (right wing) tank, turning the fuel pump switch on, and making sure the mixture control was at the full rich position. The pilot did not use carburetor heat since the checklist said to only apply it "as necessary" and there was no indication of carburetor icing. As the airplane turned on to the base leg, the engine stopped producing power and the pilot made a forced landing to a plowed field. During the landing the airplane nosed over. The engine was later test run on the airplane using fuel from the right wing tank. The engine started immediately and ran smoothly. No anomalies were noted except that when carburetor heat was applied a drop followed by a rise in rpm was noted, which is consistent with ice buildup in the carburetor. Despite the possible presence of ice during the test run, a review of the Carburetor Icing Probability Chart revealed that the conditions at the time of the accident were not conducive to light, moderate, or serious icing conditions and the cause of the power loss could not be determined.
On December 27, 2009, approximately 1530 central standard time, a Piper PA-28-180 single-engine airplane, sustained substantial damage during a forced landing to a field about one-half mile from the Alexandria International Airport (AEX), Alexandria, Louisiana. The certified private pilot and the two passengers were not injured. The airplane was registered to and operated by the pilot. No flight plan was filed for the flight that originated at Esler Regional Airport (ESF), Alexandria, Louisiana, about 1515, and destined for AEX. Visual meteorological conditions prevailed for the personal flight conducted under 14 Code of Federal Regulations Part 91. In a written statement, the pilot reported that when he was on the downwind leg of the traffic pattern, he completed the pre-landing checklist, which included switching the fuel selector to the fullest tank, turning the fuel pump switch on, and making sure the mixture control was full-rich. The pilot said that there was no indication of carburetor icing so he did not use carburetor heat since the checklist said to only apply it "as necessary." As the airplane was turned on to the base leg of Runway 36, the engine stopped producing power and the pilot elected to make a forced landing to a grassy field. The airplane rolled for a short distance before the nose wheel dug into the ground and the airplane flipped inverted. The pilot reported that both fuel tanks were approximately 1/2-full. Rescue personnel reported fuel draining from both wing fuel tanks at the site. The engine was test run on January 12, 2010, under the supervision of the Federal Aviation Administration (FAA). The engine was test run on the airplane utilizing the right wing fuel tank, which was the selected tank at the time of the power loss. The engine started immediately and was brought up to a maximum power of 1800 rpm. Full rpm was avoided as to prevent possible damage to the engine/airplane/personnel due to a slight bend in the propeller. It was noted during the engine run that power changes were smooth, and the engine gages and both magnetos functioned within accepted limits. However, when carburetor heat was applied, a drop followed by a rise in rpm was observed, which is consistent with ice build up in the carburetor. Weather at AEX, at 1553, was reported as wind from 310 degrees at 5 knots, visibility 10 miles, clear skies, temperature 8 degrees Celsius, dewpoint -7 degrees Celsius, and a barometric pressure setting of 30.01 inches of Mercury. A review of the Carburetor Icing Probability Chart revealed that the conditions at the time of the accident were not conducive to light, moderate, or serious icing conditions.
A loss of engine power for undetermined reasons.
Source: NTSB Aviation Accident Database
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