Pilot Debrief

PIPER PA32 near Baltimore, MD — 2024-09-14

Final reportERA24LA380
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Date
2024-09-14
Location
Baltimore, MD, USA
Airport
BWI
Aircraft
PIPER PA32
Registration
N6FT
Category
Airplane
Highest injury
None
Fatalities
0

Probable cause

The undetected worn internal parts of the on-condition carburetor, which restricted movement of the float, resulting in fuel starvation. Contributing to the severity of the accident was the pilot’s delayed reduction of the throttle when performing a forced landing, causing a second climb and subsequent fuel starvation event, resulting in a second forced landing.

Contributing factors

Contributing to the severity of the accident was the pilot’s delayed reduction of the throttle when performing a forced landing, causing a second climb and subsequent fuel starvation event, resulting in a second forced landing.

NTSB narrative

The pilot had flown the airplane on two separate uneventful flights earlier that day and was departing on another flight around the airport traffic pattern with two passengers when the engine lost power during takeoff. The pilot landed fast on the remaining portion of the runway. With the throttle still applied, engine power resumed, causing the airplane to become airborne again. The engine then lost power again when the airplane was beyond the departure end of the runway, causing the pilot to land on grass. The airplane then rolled along terrain before coming to rest adjacent to a building on the airport property, with substantial damage to the airplane’s right wing. Postaccident examination of the engine, engine controls including carburetor heat, fuel supply, fuel vent, air induction, exhaust, and ignition systems revealed no evidence of preimpact failure or malfunction that would have precluded normal operation. Although operational testing of the carburetor revealed no discrepancies with the accelerator pump, mixture control, or performance of the main circuit, subsequent testing revealed restriction of the float caused by the float pontoons contacting the interior walls of the test bowl. Further, the float hinge was worn 0.002 inches beyond specified limits. Although the carburetor had been in service for more than 43 years, it was considered an on-condition item for Part 91 operators and, as such, was not subject to a set overhaul period based on calendar or operational time. Based on the results of the postaccident examination, the carburetor’s undetected worn internal parts likely restricted movement of the float, preventing fuel from entering the float bowl as fuel was consumed during takeoff, which resulted in fuel starvation. Additionally, had the pilot reduced throttle when performing the first forced landing on the remaining portion of the runway, the flight duration would have been shortened, lessening the chance for airplane damage.

NTSB coding

View NTSB final report

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