Пайпер 28 в Америке (accident report for 2003)

On January 31, 2003, at 1836 Pacific standard daylight time, a Piper PA-28-140, N6087W, collided with terrain during the approach to landing at Tehachapi (TSP), California. The pilot/owner was operating the airplane under the provisions of 14 CFR Part 91. The private pilot and one passenger sustained minor injuries; the airplane was substantially damaged. The personal cross-country flight departed Long Beach (LGB), California, about 1700, en route to Redding, California, but diverted to Tehachapi due to weather en route and at Redding. Night visual meteorological conditions prevailed, and no flight plan had been filed.

The pilot stated that he was approaching the airport for right traffic runway 11. He was on centerline on a long final. He noticed a red light between his airplane and the runway and thought it was an airplane. He followed the light to the airport. As he got closer, he saw that the red light marked terrain and immediately made a sharp, right, climbing turn to avoid contact. However, the airplane impacted the mountain and came to rest inverted on the other side.

On January 18, 2003, about 1210 eastern standard time, a Piper PA-28-180, N5136L, was substantially damaged while landing at the Dutchess County Airport (POU), Poughkeepsie, New York. The certificated private pilot and passenger were not injured. Visual meteorological conditions prevailed for the personal local flight that departed about 1205. A flight plan was not filed, and the flight was conducted under 14 CFR Part 91.

According to the pilot, he applied preheat to the engine, and went back to the pilot's lounge to check weather. He then went back out and preflighted the airplane. He checked all three fuels sumps several times and each fuel sample was absent of contaminates. He checked both fuel vents, and did not identify any visual obstructions. He completed the preflight, removed the preheat, which had been warming the engine for more than 45 minutes, and boarded the airplane. The engine started on the first attempt, and the pilot waited until the engine oil temperature was in the "green," before taxing to runway 24 for left closed traffic. The pilot completed the runup checks, noted no anomalies, and then taxied onto the runway. He advanced the throttle, the engine responded, and the airplane became airborne where expected. The pilot added that climb performance was a little better than normal, which he contributed to the cold weather.

After completing crosswind, downwind, and base, the pilot turned final about 0.5 mile from the runway. On final, the airplane was a "little" higher than the pilot wanted, so he reduced throttle, and the airplane intercepted the glide path about 350 feet from the end of the runway. He then increased the throttle to maintain his descent angle, but engine power did not increase. He waited a couple of seconds, and added more throttle. Still engine power did not increase, so he added a "substantial" amount of throttle, and started to flare the airplane. The engine responded, but before the pilot could arrest the descent rate, the airplane touched down about 20 feet short of the runway on snow-covered ground. He applied aft yoke, but within a few seconds, the nose wheel collapsed, and the airplane slid to a stop on the runway.

According to a Federal Aviation Administration inspector, several engine mounts were broken consistent with overload, and the engine firewall was substantially damaged. The inspector was able to confirmed engine control continuity. In addition, he observed no visible signs of fluid loss, nor did he identify any preimpact malfunctions with the engine.

On January 18, 2003, approximately 2000 Pacific standard time, a Piper PA-28-181, N7282C, impacted the waters of President Channel about one-quarter mile west of Orcas Island, Washington. The private pilot and two of his passengers received serious injuries, and one of his passengers received fatal injuries. The aircraft was owned and operated by the pilot. The 14 CFR Part 91 personal pleasure flight, which departed Sequim Washington about 30 minutes earlier, was being operated in an area where fog and low ceilings had been reported. No flight plan had been filed. There was no report of an ELT activation.

According to the pilot, when he arrived in the area of Orcas Island, he found the airport and the town of Eastsound both covered by low-level fog. After overflying the airport, he proceeded to an area over the water just beyond where the fog ended. At that point he descended to what he believed to be approximately 500 feet above the water in order to see if he could find a way to get to the airport by flying under the fog. Soon after leveling, the aircraft impacted the water. The pilot was able to momentarily get the aircraft back into the air, but due to the darkness of the night and a sheet of salt water spray that coated the windshield during the initial impact, the pilot had trouble maintaining a recovery attitude. About five seconds after the initial contact, the aircraft's left wing drug through the water and the airplane cartwheeled into the channel.

On January 11, 2003, at 1130 eastern standard time, a Piper PA-28-140, N573PA, was substantially damaged during a forced landing to a private airstrip near New Middletown, Ohio. The certified flight instructor and the certificated commercial pilot sustained minor injuries. No flight plan was filed for the flight that originated at New Castle Municipal Airport (UCP), New Castle, Pennsylvania, about 1050. Visual meteorological conditions prevailed for the local instructional flight, conducted under 14 CFR Part 91.

Prior to departure, the commercial pilot informed the flight instructor that there had been a discrepancy with the throttle, and the cable was replaced. During the pre-flight inspection, engine start, taxi, and engine run-up, there were no discrepancies with the throttle.

The flight instructor and commercial pilot flew to the practice area and practiced flight maneuvers which required low and high power settings. According to the flight instructor, at the completion of one of the reduced power maneuvers, at an altitude of 2,500 feet msl (1,500 feet agl), the commercial pilot went to apply power, but the throttle was "completely jammed."

The flight instructor was unable to maintain altitude due to the idle power setting, and elected to land at a private airstrip. While he flew the airplane, the commercial pilot made several attempts to move the throttle, but without any success. The mixture and carburetor heat controls worked normally.

In preparation to land, the flight instructor extended the flaps to 40 degrees, and maintained an approach speed of approximately 80 mph. Prior to reaching the end of the runway, the airplane encountered a high sink rate, and collided with trees.

Two Federal Aviation Administration (FAA) inspectors performed an on-scene examination. According to one of them, the airplane clipped a tree that was located about 50 feet from the end of the runway. After it clipped the tree, the nose of the airplane hit the ground, and airplane flipped over.

Examination of the airplane revealed that the throttle bracket was crushed from the impact, and the throttle linkage was kinked. However, the linkage was still intact at the carburetor. The inspectors removed the carburetor to help free the throttle linkage. Once removed, the throttle linkage moved freely, and fuel sprayed from the accelerator pump. No fretting or rubbing of the throttle linkage was noted. The throttle quadrant was removed and examined. No discrepancies were noted with the system.

Fuel was present in the carburetor, main fuel line, and both wing tanks.

New Middleton Airport was a private airport that was oriented North and South. The snow covered, turf runway was approximately 3,000 feet long and 50 feet wide, with a field elevation of 1,000 feet msl.

The certified flight instructor reported 3,073 flight hours, of which, 522 hours were in make and model.

The commercial pilot reported a total of 435 flight hours, of which, 60 hours were in make and model.

Weather at Youngstown Airport (YNG), Youngstown, Ohio, about 15 miles north, at 1151, was reported as winds from 230 degrees at 15 knots gusting to 20 knots, visibility 10 statute miles, scattered clouds 2, 800 feet, broken clouds at 3, 500 feet, temperature 46 degrees F, dewpoint 57 degrees F, and barometric pressure setting 30.01 inches HG.