Fate, TX, USA
N2552C
PIPER PA-38-112
The pilot reported that he had been flying for about 30 minutes near a fresh water lake when he turned west toward the airport to practice takeoffs and landings. About 10 miles east of the airport at 2,300 feet mean sea level, the engine "stuttered," and the rpm dropped from 2,450 to 2,300 rpm. The pilot unsuccessfully tried to restore engine power. About 2 miles from the airport, the engine experienced a total loss of power. The pilot conducted a forced landing to a field, and the airplane nosed over during the landing roll. The examination of airplane's systems did not reveal any anomalies that would have precluded normal operation. The engine was test run on the airframe, and it ran normally with no anomalies noted. The pilot reported that 12 gallons of fuel were in the left tank and that 10 gallons of fuel were in the right tank at takeoff. The atmospheric conditions at the time of the accident were conducive to the accumulation of carburetor ice while operating at a sustained idle engine power setting. However, the engine power setting used during cruise flight would have been significantly higher than an idle engine setting; therefore, it is unlikely that carburetor ice accumulated during the accident.
On August 4, 2012, at 1240 central daylight time, a Piper PA-38-112, N2552C, sustained substantial damage when it nosed over in a field near Fate, Texas, during a forced landing after a loss of engine power. The pilot, the sole occupant, was not injured. The airplane was registered to and operated by the pilot under the provisions of the 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed for the flight, which was not operated on a flight plan. The flight departed from Rockwall Municipal Airport (F46), Rockwall, Texas, about 1155, and was on a local maintenance check flight. The pilot reported that he performed a preflight inspection and determined that there was about 12 gallons of fuel in the left tank and about 10 gallons in the right tank. He conducted one takeoff and landing at F46 and determined that the airplane was flying normally. He departed towards Lake Tawakoni, located 15 to 30 miles to the southeast, to continue checking on the operation of the airplane, especially monitoring the oil temperature and oil pressure which had been running on the high side during the summer. He set 2,450 rpm at 75-percent throttle which produced 100 knots indicated airspeed. After 30 minutes of flying, the pilot switched the fuel selector to the right tank while still in the vicinity of Lake Tawakoni. He turned back to the west to proceed back to F46 in order to practice takeoffs and landings. About 10 miles east of F46 at 2,300 feet above mean sea level, the engine "stuttered" and the rpm dropped from 2,450 to 2,300 rpm. The pilot switched the fuel selector back to the left fuel tank, but there was no difference in rpm. He checked that the primer was locked and in place. The engine oil temperature and oil pressure were normal, as well as the fuel pressure. He turned on the electric fuel pump, but without effect. About 2 miles from F46, the engine experienced a total loss of power. The pilot conducted a forced landing to a field, and the airplane nosed over during the landing roll. The examination of airplane's systems did not reveal any anomalies that would preclude normal operation. An engine run was performed with the engine still installed on the airframe. The engine was run through different power settings and a magneto check was performed. A power setting of 2,175 rpm was obtained and maintained for several minutes. The engine ran normally and no anomalies were noted. At 1153, the surface weather observation at Dallas Love Field, Dallas, Texas, located about 32 nautical miles to the southwest, was: wind 210 at 10 knots, sky clear, temperature 34 degrees Celsius (C), dew point 18 degrees C, and altimeter 29.94 inches of mercury. The FAA Carburetor Icing Probability Chart indicated that there was the potential of accruing carburetor ice while operating at a sustained idle engine power setting.
A total loss of engine power for reasons that could not be determined because postaccident examinations did not reveal any anomalies that would have precluded normal operation.
Source: NTSB Aviation Accident Database
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