The pilot was performing a practice VOR/DME-A instrument approach into Augusta Municipal Airport (3AU) in Kansas with a safety pilot onboard the Piper PA-28-140.
Shortly after passing the final approach fix inbound, he reduced engine power. He then attempted to increase engine power slightly, however there was no response.
He subsequently increased to full throttle without any corresponding increase in engine power. The pilot’s efforts to restore engine power were not successful and he executed a forced landing to a field.
The right wing hit a trailer and a fence post during the landing rollout and separated from the fuselage. The airplane came to rest adjacent to an outbuilding. The left wing remained attached to the fuselage. The fuselage, both wings, engine mount and propeller were damaged. An undetermined amount of fuel remained in the left fuel tank, the right fuel tank had been compromised, and a strong fuel odor was present at the accident site, according to an FAA inspector.
The safety pilot reported that the pilot reduced engine power and initiated a descent upon crossing the final approach fix inbound. About 30 seconds later, the pilot informed him that the engine was not responding. The safety pilot recalled that the engine tachometer was at an idle rpm indication. He noted that there was about three hours fuel onboard at the time of the accident.
A post-accident examination revealed that the throttle cable rod end bearing was not connected to the carburetor throttle arm. The attachment hardware was not located.
Maintenance records indicated that the carburetor had been replaced on Jan. 17, 2021, at a recording tachometer time of 8,244 hours. An annual inspection was completed on March 4, 2021, at 8,256 hours. The tachometer indicated 8,267 hours at the time of the examination.
A review of the airplane parts catalog noted that the throttle cable was to be secured to the carburetor throttle arm rod end bearing using a hex-head bolt with a drilled shank, a castellated nut, and a cotter pin.
Probable Cause: Inadequate maintenance at the time the carburetor was replaced, which resulted in the improperly installed throttle cable and a partial loss of engine power. Contributing to the accident was an inadequate annual inspection that failed to detect the improper throttle cable installation.
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This April 2021 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.
The runway very beginning is not the target. 25-30% down the runway to reduce undershoots. On an ILS the touchdown zone is 3000 feet long..
Maybe, but the ‘aiming point’ is at 1,000 ft, and usual landing just past.
I flying into some 2,000 ft runways and aim for the 1st center line at 400 -500 ft., depending on runway width.
ref. AC150/5340
Some mechanics are born with mechanical aptitude. Others not so much! The military had an entry appitude test that was to determine what jobs you were the best choice. But not in today’s time. It’s called grow your own mechanic! It’s a total failure!! I experienced it before I retired. Some were just not meant to be a mechanic!! I’ve met IA’S with book knowledge but just aren’t competent as a hands on person. I was told you are responsible for the pilots life when you sign off the aircraft for flight!! That’s a pretty heavy responseability!! It’s shameful things have deteriorated to the level today!! As an aircraft owner and licensed A&P I recheck everything that’s accomplished on my aircraft at the annual. You wouldn’t believe what I have found, loose bolts, not safetied, gouging for things that’s not necessary. It’s best to ask the locals about the mechanics they use to work on their aircraft!!
So, the lack of a $0.20 cotter pin though a castellated nut caused the throttle cable to disconnect from the carb, resulting in a crashed aircraft.
The other problem is the the normal 3 degree approach on the ILS will not allow the aircraft to glide to the runway if the engine fails. 3 degrees requires a glide ratio of 19:1…not possible.
My VFR approaches are at 4.5 – 5 degrees, which only requires a 11.4 to 12.7:1 glide ratio, which most SE Cessnas and Pipers can do.
I think you are descending at a steeper angle. Using a calculator and Skyhawk gliding distances, I get a 6.3° descent angle with no wind and a 7.4° descent angle with a 10kt headwind. But what does that matter? If you are going to fly from point A to B or use your instrument rating, being beyond gliding distance of a runway is a risk you will have to take.
The tangent of 6.3 degrees yields a 9:1 ratio. My Cessna 175 does about 13:1 or more.
An RV6/7 has a 9:1 glide ratio, so the need to carry power over the numbers.
I fly VFR so I’m always looking for a place to land if I ever have a need.