PIPER PA32

Full Narrative

On September 14, 2024, about 1405 eastern daylight time, a Piper PA-32-260 airplane, N6FT, was substantially damaged when it was involved in an accident near Baltimore, Maryland. The commercial pilot and two passengers were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot stated that earlier that day he had flown the airplane on two uneventful flights. The accident flight was intended to fly two passengers around the airport traffic pattern for about 10 minutes. After starting the engine, he taxied the airplane to runway 15L and waited about 10 to 15 minutes while in line to depart. After being cleared for takeoff, with the fuel selector positioned to the left main fuel tank and the auxiliary fuel pump on, he applied full power and the engine responded. He rotated at 80 mph halfway down the 5,000-ft-long runway. He reported the takeoff roll distance was a little longer than normal, but he attributed that to the ambient temperature (about 82° F) and because the airplane was a little heavier than normal. He accelerated to between 110 and 115 mph, but when the airplane was about 200 ft above the runway, the engine lost total power. He pushed the elevator control forward and touched down far along the runway at a fast airspeed. He reported that he believed the throttle was still fully forward. The engine regained power and the airplane rotated again and continued past the end of the runway before the engine stopped again. He then pushed the elevator forward and touched down on grass on airport property, avoiding obstacles, before the airplane crested a hill and then came to rest adjacent to a building on airport property.

Examination of the airplane at the accident site by an FAA inspector revealed the right wing was substantially damaged and the right main fuel tank was breached, but the left was not. No contaminants were noted in the left main fuel tank.

Examination of the engine by an FAA airworthiness inspector revealed no evidence of preimpact failure or malfunction of the engine, engine controls including carburetor heat, fuel supply, fuel vent, air induction, exhaust, or ignition system including the magnetos, which tested satisfactory. Although the FAA inspector reported he was unable to remove the carburetor bowl drain plug, the carburetor bowl was later examined and did not contain any fuel, but some black specs exited the inlet opening. The carburetor was retained for further examination.

Operational testing of the carburetor with NTSB oversight revealed no anomalies to the accelerator pump, mixture control, or performance of the main circuit. Disassembly of the carburetor revealed no abrasions on the interior of the float bowl from the brown foam-type float. Installation of a cutaway test bowl revealed that, during hand actuation of the float, the pontoons of the float contacted the interior walls of the test bowl. Further disassembly of the carburetor revealed that the float hinge was worn 0.002 inches beyond its specified limits.

Review of the maintenance records revealed that a “zero time” carburetor was installed when the overhauled engine was installed into the airplane on April 26, 1981. On September 12, 1996, the carburetor fuel bowl gasket was replaced. No other maintenance record entries regarding the carburetor were provided by the airplane owner.

Service Bulletin MSA-3, issued by the carburetor manufacturer and revised on November 18, 1991, included a time between overhaul (TBO) that was the same as the TBO specified by the engine manufacturer for the engine on which the carburetor was installed or 10 years since placed in service or last overhauled, whichever occurs first.

For Part 91 operators, the carburetor is considered an on-condition item, with no set overhaul period based on calendar or operational time.

The checklist for Engine Power Loss During Takeoff in the Pilot’s Operating Manual states, “If sufficient runway remains for a normal landing, land straight ahead.” The manual does not specify in that instance to reduce throttle to idle to prevent power application at an inopportune time.