On March 13, 2019, a Piper PA-28R-200, N33305, was substantially damaged during a forced landing to a field near Easton, Maryland. The flight instructor and the private pilot were not injured.
Visual meteorological conditions prevailed, and no flight plan was filed for the instructional flight that departed from the Cambridge-Dorchester Regional Airport (KCGE) in Maryland.
According to the flight instructor, the purpose of the flight was to reacquaint the pilot with the airplane and resume his instrument flight training. They departed Lee Airport (KANP) in Annapolis, Maryland, and flew to KCGE and performed two landings. Then, they departed KCGE and were cleared for the “ILS Rwy 4” approach with a circle to land clearance for Runway 22 at Easton Field Airport (KESN).
While descending on the approach, they configured the airplane for landing by reducing engine power, moving the propeller control to the full forward position, setting the mixture to full rich, turning the electric fuel pump on, moving the landing gear selector to the down position, and extending the flaps “one notch.”
The airplane descended below the glideslope and the flight instructor told the pilot to add engine power, however, while advancing the throttle, the engine did not respond.
The flight instructor took the controls and attempted to get the engine to respond without success.
The propeller continued to windmill, the pilot switched the fuel tanks, and again, the engine did not restart.
The flight instructor looked for a place to land and found a nearby field. They were about 1,000 feet mean sea level, so he extended the flaps, elected to retract the landing gear, and performed a forced landing to the muddy field. The airplane came to rest in the field, the two occupants turned “everything off” and got out of the airplane.
An examination of the wreckage by an FAA inspector revealed that a fuselage rib was substantially damaged during the accident. Fuel was noted in both fuel tanks and during recovery was drained using the electric fuel pump, which pumped fuel into exterior containers. No water or contaminates were noted in the fuel. An examination of the fuel selector revealed that it moved smoothly, and it could be clearly felt when the selector was in each respective detent.
Examination of the engine revealed that there was no damage to the crankcase. Crankshaft and valvetrain continuity were confirmed. Compression and suction were noted on all cylinders. The magneto timing was checked, the magnetos were sparked, and no anomalies were noted. The airbox was examined and not obstructed. Engine control cable continuity was confirmed from the propeller, mixture, and throttle control cables to their respective connections on the engine.
Later, the airplane was secured, fuel was plumbed into the engine, and the engine was started. It ran smoothly, without hesitation. The engine power was decreased to idle power, and then the engine was shut down. There were no anomalies noted with the engine.
Probable Cause: The loss of engine power for reasons that could not be determined because post-accident engine examination and testing revealed no preimpact mechanical malfunctions or failures that would have precluded normal operation.
This March 2019 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
Scott, the same thing happened to me in my 1969 172K at 9K many years ago, when I was new to the airplane. Engine quit and prop windmilled but engine recovered shortly afterward. Wife not pleased (to say the least).
The following week, but SOLO and now over home field, I was determined to determined to see if I could duplicate the problem and find the cause. Sure enough; at around 10K, the engine quit again, but restarted once I had lost some altitude. Thinking possibly that altitude was affecting magnetos.
Did some research and found that my airplane was missing a placard that should have been installed near fuel selector: ” SWITCH TO SINGLE TANK OPERATION IMMEDIATELY UPON REACHING CRUISE ALTITUDES ABOVE 5000 FEET.”
The problem turned out to be a fuel tank possible venting issue that applied to my airplane as well as earlier 172’s. The fuel venting system was revised in all later aircraft.
Jerry King
Had an engine shutdown like that. Fortunately I had 10k feet under me and the engine restarted. That was 30 years ago, did it once and still don’t know why.
What about carburetor icing?
It is fuel injected. Probable that at idle vice formed and alternate air didn’t open. By the time tests were done the ice had melted.
Only thing on the emergency restart checklist not performed was manually turning on the alternate air which is in the same position as the carb heat control on carbureted models. No obstruction was found and the weather was VFR but if it’s on the checklist, I’d say just do it. It wouldn’t hurt either to move the throttle and mixture to different positions to see it that may help.